Narrative:

I was assigned a repositioning flight. The previous day; there was an air leak coming from the service door. [Company] maintenance performed necessary maintenance and closed out the open write up on the air leak.my first officer met me at the operations office; we got to the airplane; and performed our preflight checks. We started engines; taxied; took off; and climbed to FL320 with no abnormalities.I was fully aware of the leak issue; and kept my eye on the cabin pressure during the flight. The first half of the flight went uneventfully; but halfway to [destination]; we suddenly heard a loud whoosh sound coming from behind us. I looked at the cabin altitude; and it was slowly climbing. At this point it was somewhere in the 6;000 to 7;000 feet range; which was in the normal operating range. I wanted to check on the problem; so I transferred the controls to the first officer (first officer) and he put his oxygen mask on.upon checking the service door; I noticed that there was an air leak coming from the bottom. While inspecting the door; the first officer chimed me to come back to the cockpit. When I got back in; he notified me that we were above 8;000 feet cabin pressure and the cabin altitude caution message had appeared. I instructed him to request lower with ATC and descend the aircraft. In the meantime; I donned my oxygen mask and buckled my seatbelt. I then took back the controls of the aircraft.we were cleared to a lower altitude by ATC; and started the descent. At this point; the cabin pressure altitude was still in the 8;000 foot range. I reduced thrust for the descent; and when I did that; the cabin pressure started to climb quickly. In less than a minute; the cabin pressure had climbed passed 10;000 feet and the cabin altitude warning message appeared.at this point I instructed the first officer to ask ATC for a descent to 10;000 feet; which was cleared by ATC. I ran the qrc for [the situation] and descended down very quickly. Once the descent was established; the first officer and I discussed divert options and decided to divert to [a nearby airport]. Upon reaching 10;000 feet; the first officer and I came off oxygen.at this point we advised ATC that we would not need any more special handling and were going to continue to a landing. We briefed the approach and landing and landed uneventfully.root cause of the event was the failure of the service door to remain sealed properly.more frequent maintenance checks of doors/door sealing.

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Original NASA ASRS Text

Title: A CRJ-200 flight crew reported diverting to an alternate after losing cabin pressure at FL320.

Narrative: I was assigned a repositioning flight. The previous day; there was an air leak coming from the service door. [Company] maintenance performed necessary maintenance and closed out the open write up on the air leak.My first officer met me at the operations office; we got to the airplane; and performed our preflight checks. We started engines; taxied; took off; and climbed to FL320 with no abnormalities.I was fully aware of the leak issue; and kept my eye on the cabin pressure during the flight. The first half of the flight went uneventfully; but halfway to [destination]; we suddenly heard a loud whoosh sound coming from behind us. I looked at the cabin altitude; and it was slowly climbing. At this point it was somewhere in the 6;000 to 7;000 feet range; which was in the normal operating range. I wanted to check on the problem; so I transferred the controls to the First Officer (FO) and he put his oxygen mask on.Upon checking the service door; I noticed that there was an air leak coming from the bottom. While inspecting the door; the FO chimed me to come back to the cockpit. When I got back in; he notified me that we were above 8;000 feet cabin pressure and the CABIN ALT caution message had appeared. I instructed him to request lower with ATC and descend the aircraft. In the meantime; I donned my oxygen mask and buckled my seatbelt. I then took back the controls of the aircraft.We were cleared to a lower altitude by ATC; and started the descent. At this point; the cabin pressure altitude was still in the 8;000 foot range. I reduced thrust for the descent; and when I did that; the cabin pressure started to climb quickly. In less than a minute; the cabin pressure had climbed passed 10;000 feet and the CABIN ALT warning message appeared.At this point I instructed the FO to ask ATC for a descent to 10;000 feet; which was cleared by ATC. I ran the QRC for [the situation] and descended down very quickly. Once the descent was established; the FO and I discussed divert options and decided to divert to [a nearby airport]. Upon reaching 10;000 feet; the FO and I came off oxygen.At this point we advised ATC that we would not need any more special handling and were going to continue to a landing. We briefed the approach and landing and landed uneventfully.Root cause of the event was the failure of the service door to remain sealed properly.More frequent maintenance checks of doors/door sealing.

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.