Narrative:

During the en route climb phase of a flight from ord-pit, we experienced a rapid depressurization. We completed the necessary emergency procedures and checklists, including an emergency descent to 10000' MSL. At level-off, after evaluating the condition of the aircraft and all aboard plus various other factors, we elected to continue to the destination at 10000', and completed the flight west/O further incident. Although the necessary procedures were accomplished safely, the first officer's lack of experience on this particular aircraft tended to slow down the process (he does possess +20 yrs of jet experience which was helpful, but had only recently checked out on this type). Additionally, trying to communicate via interphones and O2 masks in a noisy cockpit with ATC and the F/a's wanting to know what was going on only adds to the confusion. Generally, I believe the prescribed procedure for this type of emergency is quite adequate. I would recommend training to handle such an emergency in the 'left.O.F.T.' format with no prior warning, and including disruptions/distrs, because that's what happens north the real world. Supplemental information from acn 179904: while climbing through 23000', the cabin altitude horn went off. Cabin was at 10000' and climbing. It kept climbing, even after emergency procedures. After all was stabilized in cruise at 10000', we proceeded to pit. Passenger were calm and we had plenty of fuel.

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Original NASA ASRS Text

Title: ACR MLG LOST CABIN PRESSURE DURING CLIMB AND MADE AN EMERGENCY DESCENT TO 10000' AND CONTINUED TO DESTINATION.

Narrative: DURING THE ENRTE CLB PHASE OF A FLT FROM ORD-PIT, WE EXPERIENCED A RAPID DEPRESSURIZATION. WE COMPLETED THE NECESSARY EMER PROCS AND CHKLISTS, INCLUDING AN EMER DSNT TO 10000' MSL. AT LEVEL-OFF, AFTER EVALUATING THE CONDITION OF THE ACFT AND ALL ABOARD PLUS VARIOUS OTHER FACTORS, WE ELECTED TO CONTINUE TO THE DEST AT 10000', AND COMPLETED THE FLT W/O FURTHER INCIDENT. ALTHOUGH THE NECESSARY PROCS WERE ACCOMPLISHED SAFELY, THE F/O'S LACK OF EXPERIENCE ON THIS PARTICULAR ACFT TENDED TO SLOW DOWN THE PROCESS (HE DOES POSSESS +20 YRS OF JET EXPERIENCE WHICH WAS HELPFUL, BUT HAD ONLY RECENTLY CHKED OUT ON THIS TYPE). ADDITIONALLY, TRYING TO COMMUNICATE VIA INTERPHONES AND O2 MASKS IN A NOISY COCKPIT WITH ATC AND THE F/A'S WANTING TO KNOW WHAT WAS GOING ON ONLY ADDS TO THE CONFUSION. GENERALLY, I BELIEVE THE PRESCRIBED PROC FOR THIS TYPE OF EMER IS QUITE ADEQUATE. I WOULD RECOMMEND TRNING TO HANDLE SUCH AN EMER IN THE 'L.O.F.T.' FORMAT WITH NO PRIOR WARNING, AND INCLUDING DISRUPTIONS/DISTRS, BECAUSE THAT'S WHAT HAPPENS N THE REAL WORLD. SUPPLEMENTAL INFO FROM ACN 179904: WHILE CLBING THROUGH 23000', THE CABIN ALT HORN WENT OFF. CABIN WAS AT 10000' AND CLBING. IT KEPT CLBING, EVEN AFTER EMER PROCS. AFTER ALL WAS STABILIZED IN CRUISE AT 10000', WE PROCEEDED TO PIT. PAX WERE CALM AND WE HAD PLENTY OF FUEL.

Data retrieved from NASA's ASRS site as of July 2007 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.