Cabin altitude 737 ошибка

Ну, наверно там где тема по IFly. Octavius ещё на IFly летает, если не изменяет память.

Если Bleed включено, Паки выставлены правильно (может от APU отбор идёт), если селектор altitude выставлен правильно, если точно закрыты и заблокированы двери, если окошко закрыто, если не нашли ответ в QRH…. а может просто разгерметизация? )) то тогда вниз до 12-ти и до  ближайшего порта, где есть техники ) Сим (по крайней мере в Х) тоже имеет свойство накапливать износ даже в дефолте. У меня как-то (очень давно) на Learjet45 при отключенных поломках  шасси не выпустились и реверс от неправильного использования перестал работать.

Октавиус летает Но мыслей что-то по этому поводу особых нет. Отбор от движков, Паки кондиционирования — это вроде всё включено у ТС.

Разве что действительно, возможно, не правильно выставлен селектор Altitude. В таком случае я могу посоветовать либо правильно ее таки выставлять (если летите на FL350, то и выставлять там 35000 и при дальнейшем наборе, если надо выше, то и там накручивать большие значения), либо сделать проще — в конфигураторе (можно через меню styles в самом симе, а можно даже через саму фмску в меню SIMU, но через меню сима удобнее), во вкладке CDU установить галку возле Auto send altitude data to cabin pressurization panel.

Сейчас попробовал полёт. Мне кажется решение в том,что я на земле выставляю высоту к нулю,а когда прохожу высоту перехода,дальше 10000 футов. Наверное по этому и срабатывает сигнализация. Может такое быть ребят?

Где конкретно вы выставляете 0? Там варианта два. В верхнем окошке (Flt Alt) нужно выставлять Ваш расчетный эшелон полета (как — я указал выше), а в нижнем (Land Alt) — превышение (в футах) аэропорта назначения над уровнем моря. При соответствующей галке в конфигураторе (о ней я указал выше) это всё вообще не нужно заполнять. Необходимо лишь следить, чтобы был включен отбор воздуха и паки. Эшелон перехода здесь вообще не причем. Это совсем из другой «оперы».

А вообще, по этой теме в Operations Manual к модели всё расписано.

В каждом полете происходит? Может неисправность какая?

Из мануала:

AUTO FAIL Light
Illuminated (amber) – automatic pressurization system failure detected:

• indicates a single controller failure when ALTN light is also illuminated
• indicates a dual controller failure when illuminated alone. — Ваш случай.

Из QRH

CABIN ALTITUDE WARNING

Condition: One or more of these occur:

•A cabin altitude exceedance
•In flight, the intermittent cabin altitude/configuration warning horn sounds and the CABIN ALTITUDE lights illuminate.

1. Pressurization mode selector……………………………MAN
2. Outflow VALVE switch………………………………CLOSE
3. If cabin altitude is not controllable:
Passenger signs……………………………………………ON
If the cabin altitude exceeds or is expected to exceed 14,000 feet:
PASS OXYGEN switch……………………………ON

AUTO FAIL

Condition: Automatic pressurization mode has failed.

1. Engine BLEED air switches (both)………………………..ON

2. Choose one:
◆AUTO FAIL light is extinguished:

◆AUTO FAIL light is illuminated:
Pressurization mode selector……………………ALTN

Go to step 3

4. Pressurization mode selector………………….………….MAN
5. Outflow VALVE switch………………………Adjust as needed
6. Passenger signs……………………………………………ON
7. If the cabin altitude exceeds or is expected to exceed 14,000 feet:
PASS OXYGEN switch……………………………………ON

Попробуйте это, на худой конец. А вообще, если у Вас отключены неисправности в меню ifly но это происходит вновь, то может это проблемы пиратки. Если версия лицензионная, то может установка прошла косячно? Попробуте переустановить самолет, используя установщик от Flight1 (красный самолет, а не обычный инсталлер).

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When something goes wrong while flying on the Boeing 737, we use the QRH (Quick Reference Handbook). We just have to find out the correct NNC (Non Normal Checklist) and then we just read it and execute it.

For some of these checklists, we have memory items, meaning we have to know by heart some actions.

I have listed 9 memory items:

• Aborted Engine Start
• Airspeed Unreliable
• APU Fire
• Cabin Altitude Warning / Emergency Descent
• Engine Overheat
• Engine Fire, Severe Damage or Separation
• Engine Limit or Surge or Stall
• Loss of Thrust On Both Engines
• Runaway Stabilizer

Cabin Altitude Warning / Emergency Descent

Don oxygen masks and set regulators to 100%.
Establish crew communications.
Pressurization mode selector ......................................MAN
Outflow VALVE switch ....................................Hold in CLOSE
                                               until the outflow VALVE
                                         indication shows fully closed
If cabin altitude is uncontrollable:
     Passenger signs ...............................................ON
     PASS OXYGEN switch ............................................ON
     >> Go to the Emergency Descent () checklist

Announce the emergency descent.The pilot flying will advise the cabin crew, on the PA system, of impending rapid descent. The pilot monitoring will advise ATC and obtain the area altimeter setting. 

Passenger signs ....................................................ON 

Without delay, descend to the lowest safe altitude or 10,000 feet, whichever is higher. 

ENGINE START switches (both) .....................................CONT 

Thrust levers (both)..................................Reduce thrust to
                                                         minimum or as
                                                   needed for anti-ice                                                                        

Speedbrake...............................................FLIGHT DETENT

If structural integrity is in doubt, limit speed as much as possible and avoid high maneuvering loads.

Set target speed to Mmo/Vmo.

Both the Cabin Altitude Warning and the Emergency Descent checklists are likely to be used together.

So basically, when there is a problem with the pressurization system, we will get the CABIN ALTITUDE WARNING and we will hear a strong and annoying horn in the cockpit as you can see in the following video.

When the problem is identified, the first thing to do by the crew is to put on the oxygen masks and establish communication. When this is done, it is possible to cut off the horn, what they obviously don’t do in the video. Then you can work properly and in a less anxious atmosphere. 

Now the First Officer will put the pressurization mode selector to manual and close the outflow valve, trying to control the cabin altitude. If it works, then fine. If it doesn’t, then First Officer and Captain will do memory items for the emergency descent.

This can be slightly different from one company to another.

First Officer role:

Passenger oxygen: On
Seat belts: On
Landing/Turnoff lights: On
Start switches: Continuous
Transponder: 7700 and TA only. (Traffic Advisory only)
Declare Mayday and request QNH
Verify Captain actions and monitor.
Call TWO TO GO, ONE TO GO when approaching level off.

Captain role:

Over the Public Announcement system: EMERGENCY DESCENT X3.
On the MCP Altitude panel: Set 10000ft or lowest safe altitude.
Select LEVEL CHANGE.
Set a heading 45deg off the current heading and PRESS HEADING SELECT.
Manually close the thrust levers.
Put the speedbrakes to Flight Detent position.
Increase speed to VMO/MMO.
Reduce Rate of descent when approaching level off and retract speedbrakes.

Then the Captain will call for the NNC Emergency Descent, First Officer will go through and both verify they didn’t forget anything.

Finally, take some time to think about what to do next, diversion, inform number 1, pax, ATC…

It is important to remember that the most important thing is to put the oxygen mask as soon as we get the cabin altitude warning horn, especially in case of explosive decompression. This can lead to crew incapacitation due to hypoxia. Below is a table of the time of useful consciousness for different altitudes if you don’t put the oxygen mask.

Published by JohanAero

Airline pilot Boeing 737 type rated with about 3500 hours. I started my career as a drop pilot on Cessna 206 and Partenavia P68. I also used to do aerobatics on the CAP10 and a bit of seaplane with a PA18.
I want to share my knowledge and passion for aviation.
View all posts by JohanAero

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