Page 72 - Demo

2.10/56
REV 25
A330
CHINA AIRLINES
REV 25
PAGE 56
COCKPIT WINDSHIELD / WINDOW CRACKED
– DIAGNOSIS OF INNER PLY................................PERFORM Touch the crack(s) with a pen (or carefully with fingernail) to determine if there is a crack on the cockpit side.
P = 5 PSI
FL
100
150
200
230
CABIN ALT
0
3000
6000
8000
!
If no crack on cockpit side
No limitation
The inner ply is not affected. Therefore, the window/windshield is still able to sustain the differential pressure up to the maximum flight level.
If cracks on cockpit side
– MAX FL ....................................................230/MEA-MORA The inner ply is affected. The flight crew is not able to easily determine if other plies are affected. Descend to FL 230/MEA-MORA and reduce differential pressure to 5 PSI. Note: The maximum flight level is restricted to FL
230/MEA-MORA to obtain P 5 PSI, without resulting in an excessive cabin altitude and an EXCESS CAB ALT warning.
The following procedure allows maintaining P 5 PSI in manual cabin pressure mode:
– CAB PRESS MODE SEL........................................... MAN
– MAN V/S CTL..................................................... AS RQRD Disregard the CAB ALT TARGET table displayed on the ECAM and set the cabin altitude according to the table below:
When starting the final descent for approach :
– CAB PRESS MODE SEL ....................................... AUTO
Note : If visibility is insufficient for approach due to windshield/window damage, consider AUTOLAND. If AUTOLAND is not available, consider opening
the sliding window (maximum speed 230 kt) on the PF’s side, after cabin depressurization. To manually depressurize the cabin:
− CAB PRESS MODE SEL...........MAN
− MAN V/S CTL....................FULL UP
Due to the increased noise level, pay particular attention to visual warnings.