Date: 201704
Local time of day: 0001-0600
Location: ZDV.ARTCC, CO
Flight conditions: VMC
Light: Dawn
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Descent
Airspace: Class A ZDV
ATC / advisory: Center ZDV
Aircraft component: Pressurization Control System
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Less Severe; Deviation - Altitude Crossing Restriction Not Met; Deviation - Altitude Undershoot
Detector: Automation Aircraft Other Automation; Person Flight Crew; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Issued New Clearance; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance; Flight Crew Became Reoriented
Contributing factors: Human Factors; Aircraft
Primary problem: Aircraft

Narrative: I was the Pilot Monitoring on this leg. At approximately FL270 on the Anchr4 arrival the pressurization page popped up on the systems display page with a cabin altitude warning in red; with the cabin altitude between 9700 to 9800 feet and climbing rapidly. We turned off the manual pressure mode selector for 10 seconds in order to switch auto mode controllers; the other auto controller was still not controlling the cabin sufficiently. We resorted to controlling the cabin pressure with the manual toggle switch to control the outflow valve. This was demanding and very distracting in trying to maintain an adequate rate of descent and cabin altitude during the descent. This was the major contributing factor in us crossing the LANDR fix on the arrival 800-1000 feet high.


Second narrative: In cruise flight at FL270 approximately 150 mi east of Denver our cabin altitude began climbing. At approx. 8900 ft cabin altitude we forced a transfer of the auto controller to system 2 by selecting manual for 10 sec. then returning to auto control. Cabin continued to climb with system 2 controlling. At approx. 9800 ft cabin altitude we re-selected manual control and closed the outflow valve; stopping the cabin climb before Cabin Pressure ECAM. In the process of stabilizing the cabin we were cleared to descend via the ANCHR 4 arrival. We set lowest constraint altitude of 11000 in the FCU (Flight Control Unit) alt. window. I was the pilot flying and noted the TD (Top of Descent) arrow on the ND (Navigation Display) was well ahead of us and intended to start down when we reached it. Before we reached the TD arrow the controller queried if we would make the restriction at LANDR. It wasn't until then I realized the TD arrow was inaccurate and we were high. I deployed full SB (Speed brakes) but crossed LANDR at approx. FL230 about 1000 ft above the top of the constraint window. The FMGC did not show an amber ring around LANDR nor an amber asterisk on the FLT PLN page or any other indication of being high. Actual winds were about 300/50 (headwind). I should've been more diligent about checking 3:1 math approaching LANDR; I know better. I realize I was distracted by the cabin altitude malfunction and should've payed closer attention to PF (Pilot Flying) duties.


Synopsis: A319 Flight Crew reported a pressurization controller malfunction at FL270. While maintaining cabin pressure manually; an arrival fix was crossed above the published altitude.