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MAINTENANCE MANUAL
5.5
5.0
4.5
4.0
3.5
3.0
2.5
2.0
1.5
1.0
.5
0
CABIN ALTITUDE X 1000 FT
AIRCRAFT ALTITUDE X 1000 FT
Autoschedule
Figure 9
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2) Landing altitude below autoschedule with takeoff altitude above autoschedule (Fig. 11, Detail B). a) At cruise clamp, the controller sets the clamped autoschedule as the cabin demand (autoschedule higher than landing field). The cabin descends from the takeoff altitude pressure to the autoschedule at the selected rate limit.
3) Landing altitude above both takeoff and autoschedule altitude (Fig. 11, Detail C). a) At cruise clamp, the controller compares the clamp altitude with the selected landing altitude. Since the landing altitude is higher than the takeoff and autoschedule altitudes, the controller sets the cabin demand to the landing altitude. The cabin pressurizes to the landing altitude pressure, from the takeoff altitude pressure, at the rate of 1/2 the selected autorate limit.
AIRPLANE
TIME TIME
TYPICAL TAKEOFF TAKEOFF ALTITUDE HIGHER THAN AUTOSCHEDULE CRUISE ALTITUDE
Initial Climb Flight Profiles
Figure 10
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DISTANCE LESS THAN |1000 FT ALTITUDE
1 MIN
AIRPLANE ALTITUDE
TAKEOFF
ALTITUDE
FULL RATE
LIMIT LANDING ALTITUDE CABIN
ALTITUDE
AUTOSCHEDULE
CRUISE CLAMP TIME
LANDING ALTITUDE ABOVE AUTOSCHEDULE BUT BELOW TAKEOFF ALTITUDE
DISTANCE LESS THAN |1000 FT ALTITUDE
1 MIN
AIRPLANE ALTITUDE
FULL RATE LIMIT
AUTOSCHEDULE CABIN ALTITUDE
LANDING ALTITUDE
CRUISE CLAMP TIME
LANDING ALTITUDE BELOW AUTOSCHEDULE WITH TAKEOFF ALTITUDE ABOVE AUTOSCHEDULE
B
Cruise and Landing Flight ProfileFigure 11 (Sheet 1)
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DISTANCE LESS THAN |1000 FT
ALTITUDE
1 MIN
TAKEOFF ALTITUDE
CRUISE CLAMP
LANDING ALTITUDE AND TAKEOFF ALTITUDE BOTH BELOW AUTOSCHEDULE (MOST TYPICAL IN U.S.)
D
Cruise and Landing Flight Profile
Figure 11 (Sheet 2)
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4) Landing altitude and takeoff altitude below autoschedule (Fig. 11, Detail D). a) Before cruise clamp, the controller sets the cabin
demand to the autoschedule (autoschedule higher than takeoff altitude). After cruise clamp, the cabin demand follows the autoschedule since the autoschedule is higher than the landing altitude. The cabin altitude becomes the clamped autoschedule and no uprate or downrate occurs when changing from climb to cruise logic.
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