Narrative:

Before accepting the aircraft for a series of flights; I noticed during my logbook review that the aircraft had multiple pressurization issues over the past week. Just prior to our flights; the outflow valve was replaced by ZZZ maintenance.on approach to runway xxr in ZZZ at approximately 800 ft; I noticed the display switched to the pressure page and showed the outflow valve almost closed and the aircraft had a cabin altitude of -4500 ft. Due to the low altitude; the ECAM did not have any failure messages as most likely they were inhibited. Because of the busy departure time at ZZZ; proximity of landing; and lack of a failure ECAM message that would not be inhibited during landing; I decided to continue to allow the first officer to land the aircraft and not go around. My plan was to land the aircraft then preform any ecams and most likely manually depressurize the aircraft after clearing the runway. After taking control of the aircraft after the fos landing and during the turn off of the runway (before any analysis of the situation could take place); the outflow valve fully opened and the cabin rapidly depressurized from -4500 ft. After the decompression took place we received avionics ventilation system; blower; and extract fault ECAM messages. After clearing the parallel runway; and cleaning the aircraft up; we preformed the ECAM actions and continued to the gate. The rest of the flight (last few minutes) were then uneventful. I wrote he aircraft up after arriving at the gate and reported it to both local maintenance at ZZZ and maintenance control. I had my first officer perform a postflight inspection to check for possible damage. No damage was found. Also; no medical complaints from the depressurization were reported after the flight from myself; the first officer; the flight attendant crew; or the passengers.after waking up the following morning at the hotel; I began to have some dull ear pain in my right ear. I reported the incident from the night prior and my medical condition to the chief pilot. I then contacted crew support and followed their guidance on my condition. After speaking with the medical team; it was determined that my condition was normal for after that type of event; and I was safe to continue my trip.it is possible that if we executed a go-around and then preformed trouble shooting on the system; we could have depressurized the aircraft more gentle; and avoided the rapid decompression after landing. Please note; that because of the good weather; we did not have a listed alternate. Although we most likely would have had enough fuel to complete this operation; I felt that a close in go-around and low altitude troubleshooting was not the best choice based on the current fuel on board; heavy departure traffic; and with an first officer that was on day 2 of IOE. The decision was ultimately solidified by a lack of an uninhibited ECAM message.

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Original NASA ASRS Text

Title: A319 Captain reported they were unable to depressurize the aircraft until after landing.

Narrative: Before accepting the aircraft for a series of flights; I noticed during my logbook review that the aircraft had multiple pressurization issues over the past week. Just prior to our flights; the outflow valve was replaced by ZZZ maintenance.On approach to Runway XXR in ZZZ at approximately 800 ft; I noticed the display switched to the pressure page and showed the outflow valve almost closed and the aircraft had a cabin altitude of -4500 ft. Due to the low altitude; the ECAM did not have any failure messages as most likely they were inhibited. Because of the busy departure time at ZZZ; proximity of landing; and lack of a failure ECAM message that would not be inhibited during landing; I decided to continue to allow the FO to land the aircraft and not go around. My plan was to land the aircraft then preform any ECAMs and most likely manually depressurize the aircraft after clearing the runway. After taking control of the aircraft after the FOs landing and during the turn off of the runway (before any analysis of the situation could take place); the outflow valve fully opened and the cabin rapidly depressurized from -4500 ft. After the decompression took place we received Avionics Ventilation system; Blower; and Extract Fault ECAM messages. After clearing the parallel runway; and cleaning the aircraft up; we preformed the ECAM actions and continued to the gate. The rest of the flight (last few minutes) were then uneventful. I wrote he aircraft up after arriving at the gate and reported it to both local maintenance at ZZZ and Maintenance Control. I had my FO perform a Postflight inspection to check for possible damage. No damage was found. Also; No medical complaints from the depressurization were reported after the flight from myself; the FO; the flight attendant crew; or the passengers.After waking up the following morning at the hotel; I began to have some dull ear pain in my right ear. I reported the incident from the night prior and my medical condition to the Chief Pilot. I then contacted Crew Support and followed their guidance on my condition. After speaking with the medical team; It was determined that my condition was normal for after that type of event; and I was safe to continue my trip.It is possible that if we executed a go-around and then preformed trouble shooting on the system; we could have depressurized the aircraft more gentle; and avoided the rapid decompression after landing. Please note; that because of the good weather; we did not have a listed alternate. Although we most likely would have had enough fuel to complete this operation; I felt that a close in go-around and low altitude troubleshooting was not the best choice based on the current fuel on board; heavy departure traffic; and with an FO that was on day 2 of IOE. The decision was ultimately solidified by a lack of an uninhibited ECAM Message.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.