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Erj-175 first officer reported diverting to an alternate after experiencing loss of cabin pressure control.
| Attributes | |
| ACN | 1405315 |
| Time | |
| Date | 201611 |
| Local Time Of Day | 0601-1200 |
| Place | |
| Locale Reference | ZZZ.ARTCC |
| State Reference | US |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | EMB ERJ 170/175 ER/LR |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Climb |
| Flight Plan | IFR |
| Component | |
| Aircraft Component | Pressurization Control System |
| Person 1 | |
| Function | First Officer Pilot Flying |
| Qualification | Flight Crew Air Transport Pilot (ATP) |
| Experience | Flight Crew Type 1700 |
| Events | |
| Anomaly | Aircraft Equipment Problem Less Severe |
Narrative:
We were climbing out around FL250 and received spda (secondary power distribution assembly) fail and fuel feed 1 fault advisory messages. I was pilot flying so the captain completed the QRH for both messages. The QRH gave us instruction that the thrust reversers may not be available and to monitor the systems. I then went through the mfd pages looking for anything out of the ordinary and noticed on the ecs (environmental control system) page that the packs were off and the bleed valves closed. The cabin pressure continued to rise so we then put on our oxygen masks and the captain called for an emergency descent and followed the qrc. Once at ten thousand feet; we diverted to [an alternate]. The aircraft was about two thousand pounds overweight for landing so we held for about twenty-five minutes to burn fuel. A few minutes before landing; the captain turned on the APU which seemed to regain control of the pressurization. Once we landed; engine one and two no dispatch messages appeared. This was a mechanical issue and a diversion was considered to be the best course of action.
Original NASA ASRS Text
Title: ERJ-175 First Officer reported diverting to an alternate after experiencing loss of cabin pressure control.
Narrative: We were climbing out around FL250 and received SPDA (Secondary Power Distribution Assembly) fail and fuel feed 1 fault advisory messages. I was pilot flying so the Captain completed the QRH for both messages. The QRH gave us instruction that the thrust reversers may not be available and to monitor the systems. I then went through the MFD pages looking for anything out of the ordinary and noticed on the ECS (Environmental Control System) page that the packs were off and the bleed valves closed. The cabin pressure continued to rise so we then put on our oxygen masks and the Captain called for an emergency descent and followed the QRC. Once at ten thousand feet; we diverted to [an alternate]. The aircraft was about two thousand pounds overweight for landing so we held for about twenty-five minutes to burn fuel. A few minutes before landing; the Captain turned on the APU which seemed to regain control of the pressurization. Once we landed; engine one and two no dispatch messages appeared. This was a mechanical issue and a diversion was considered to be the best course of action.
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.