A 320 RAM AIR On in flight
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Join Date: Jan 2012
Location: Madrid
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A 320 RAM AIR On in flight
Good morning!
Any A 320 pilot on the forum has selected RAM AIR on in flight with passengers?
For how long? What was the outside temperature? What was the actual diff press?
Just want to know the real effect on cabin temperature and pax ears.
Thanks
Any A 320 pilot on the forum has selected RAM AIR on in flight with passengers?
For how long? What was the outside temperature? What was the actual diff press?
Just want to know the real effect on cabin temperature and pax ears.
Thanks
I’ve used it after a double pack failure in the cruise for approx 30 mins at 9000ft after the emergency descent. Short answer,
Diff pressure less than 1psi as per ECAM, can’t remember the OAT but assume close to zero. Cabin altitude same as aircraft altitude, slight pressure surge when ram air selected but we decelerated prior to opening it.
Top tip, don’t open the ram air until you’ve reduced to 250 knots or below to avoid a pressure surge.
There was a slight decrease in temperature, the air felt ‘fresher’ but was perfectly comfortable. The ram air is connected to the mixer unit, the output of which is then temperature controlled by the hot air trim valves so it is heated / temperature controlled. The hot air is bled off from the bleed system prior to the packs so is still available even if both packs are failed but is not available if both bleeds have failed and APU bleed is not available. Pax were blissfully unaware as we descended quick enough to avoid the rubber jungle and we continued to destination. Not one mentioned anything about the descent or low level tour of France.
As bleed air is mixed with the ram air it is useless for clearing smells which are bleed related.
HTH
LD
Diff pressure less than 1psi as per ECAM, can’t remember the OAT but assume close to zero. Cabin altitude same as aircraft altitude, slight pressure surge when ram air selected but we decelerated prior to opening it.
Top tip, don’t open the ram air until you’ve reduced to 250 knots or below to avoid a pressure surge.
There was a slight decrease in temperature, the air felt ‘fresher’ but was perfectly comfortable. The ram air is connected to the mixer unit, the output of which is then temperature controlled by the hot air trim valves so it is heated / temperature controlled. The hot air is bled off from the bleed system prior to the packs so is still available even if both packs are failed but is not available if both bleeds have failed and APU bleed is not available. Pax were blissfully unaware as we descended quick enough to avoid the rubber jungle and we continued to destination. Not one mentioned anything about the descent or low level tour of France.
As bleed air is mixed with the ram air it is useless for clearing smells which are bleed related.
HTH
LD
Join Date: May 2004
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I’ve used it after a double pack failure in the cruise for approx 30 mins at 9000ft after the emergency descent. Short answer,
Diff pressure less than 1psi as per ECAM, can’t remember the OAT but assume close to zero. Cabin altitude same as aircraft altitude, slight pressure surge when ram air selected but we decelerated prior to opening it.
Top tip, don’t open the ram air until you’ve reduced to 250 knots or below to avoid a pressure surge.
There was a slight decrease in temperature, the air felt ‘fresher’ but was perfectly comfortable. The ram air is connected to the mixer unit, the output of which is then temperature controlled by the hot air trim valves so it is heated / temperature controlled. The hot air is bled off from the bleed system prior to the packs so is still available even if both packs are failed but is not available if both bleeds have failed and APU bleed is not available. Pax were blissfully unaware as we descended quick enough to avoid the rubber jungle and we continued to destination. Not one mentioned anything about the descent or low level tour of France.
As bleed air is mixed with the ram air it is useless for clearing smells which are bleed related.
HTH
LD
Diff pressure less than 1psi as per ECAM, can’t remember the OAT but assume close to zero. Cabin altitude same as aircraft altitude, slight pressure surge when ram air selected but we decelerated prior to opening it.
Top tip, don’t open the ram air until you’ve reduced to 250 knots or below to avoid a pressure surge.
There was a slight decrease in temperature, the air felt ‘fresher’ but was perfectly comfortable. The ram air is connected to the mixer unit, the output of which is then temperature controlled by the hot air trim valves so it is heated / temperature controlled. The hot air is bled off from the bleed system prior to the packs so is still available even if both packs are failed but is not available if both bleeds have failed and APU bleed is not available. Pax were blissfully unaware as we descended quick enough to avoid the rubber jungle and we continued to destination. Not one mentioned anything about the descent or low level tour of France.
As bleed air is mixed with the ram air it is useless for clearing smells which are bleed related.
HTH
LD
Thanks!
Hi,
Descent clearance was obtained with a pan prior to commencing descent, 7700 selected on the way down. The cabin only climbed at 500fpm and we started from FL330 so it didn’t take long to get down. After a bit of decision making (fuel, pax reaction, MSA’s etc) with ATC agreement we cancelled the pan and continued to destination.
Descent clearance was obtained with a pan prior to commencing descent, 7700 selected on the way down. The cabin only climbed at 500fpm and we started from FL330 so it didn’t take long to get down. After a bit of decision making (fuel, pax reaction, MSA’s etc) with ATC agreement we cancelled the pan and continued to destination.
Last edited by Locked door; 2nd Jul 2023 at 19:56.
