Originally Posted by
Chris Scott
The cabin altitude and differential pressure in the cruise at FL350 could not have coped with a sudden climb of 6000ft without maximum differential pressure being reached. Shortly after that, the safety valve would operate and the cabin VS (cabin climbing) would increase to something well over the +1800ft/min required to trigger a warning identical to that generated at 02:14z, the subject of the last ACARS message received.
Sorry, don't follow - the cabin alt is controlled at max 8000ft equivalent, this will only rise rapidly due to a breach in the pressure vessel - potentially triggering that ACARS message. Surely this variant A330 certified for cruise at more than 40,000ft and no need for cabin air pressure controller to dump cabin air to protect max pressure differential (9psi)?
Originally Posted by
takata
Hi Lomapaseo,
Right!
Nonetheless, such a sneeze would have been reported via ACARS -even loss of thrust, and there is no trace of it in the sequence... Then, I asking what the chance really are that they will keep managing perfectly those throttles all their way down to the sea and avoid it?
A/THR off, FADEC compromised (ADM feeded), heavy tropical rain, airfoil critically turbulent... ice ?
S~
Olivier
I do not think it is the engines management system responsibility to report on flight envelope issues, and if the ADM feeds of Temperature, Pressure, Mach Number etc are marked as suspect wouldn't the FADEC be forced to just look at its own data? - can't be FA if critically dependent on external systems! Isn't it possible that from engines own measurements of total pressure inlet, EGT etc the engines themselves were operating within expected performance parameters, and just reporting rotational speeds and effective thrust output back to the higher level systems as normal. 'Rollback' due to ice build up would be different, with the engine able to sense that it wasn't working as expected, so maybe this didn't happen.