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37000 Feet | Browse and search NASA's Aviation Safety Reporting System |
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Emergency descent caused by lack of cabin pressurization. Aircraft regains pressurization control at a lower altitude and continues on to destination after canceling emergency.
| Attributes | |
| ACN | 305217 |
| Time | |
| Date | 199505 |
| Day | Tue |
| Local Time Of Day | 0601 To 1200 |
| Place | |
| Locale Reference | atc facility : bwg |
| State Reference | KY |
| Altitude | msl bound lower : 33000 msl bound upper : 33000 |
| Environment | |
| Flight Conditions | IMC |
| Light | Daylight |
| Aircraft 1 | |
| Controlling Facilities | artcc : zid |
| Operator | common carrier : air carrier |
| Make Model Name | Commercial Fixed Wing |
| Operating Under FAR Part | Part 121 |
| Flight Phase | cruise other |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 100 flight time total : 6000 flight time type : 1000 |
| ASRS Report | 305217 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Events | |
| Anomaly | aircraft equipment problem : critical other anomaly other |
| Independent Detector | aircraft equipment other aircraft equipment : unspecified other flight crewa |
| Resolutory Action | aircraft : equipment problem dissipated flight crew : returned to intended course or assigned course flight crew : declared emergency |
| Consequence | Other |
| Supplementary | |
| Primary Problem | Aircraft |
Narrative:
The master warning 'cabin pressure light' came on while in cruise flight at 33000 ft. The cabin pressurization was at 10000 ft and climbing at approximately 500 FPM. We declared an emergency with ATC and initiated the cabin pressure loss and rapid descent checklist. Cabin control was restored at approximately 25000 ft and aircraft leveled. Canceled emergency with ATC. I inquired about the necessity of diverting to a closer station. As the pressurization had been restored, we proceeded to atlanta. We later found out that this aircraft has a history of losing pressurization (twice in 1 day earlier in the month). When there is a history of a known recurring problem in a specific aircraft or aircraft type, a formal notice should be passed on to the pilots. With this information the pilots can adjust their work flows to be more prepared for specific problems. Additionally they will have a better feel for what degree of corrections will be required to correct the problem.
Original NASA ASRS Text
Title: EMER DSCNT CAUSED BY LACK OF CABIN PRESSURIZATION. ACFT REGAINS PRESSURIZATION CTL AT A LOWER ALT AND CONTINUES ON TO DEST AFTER CANCELING EMER.
Narrative: THE MASTER WARNING 'CABIN PRESSURE LIGHT' CAME ON WHILE IN CRUISE FLT AT 33000 FT. THE CABIN PRESSURIZATION WAS AT 10000 FT AND CLBING AT APPROX 500 FPM. WE DECLARED AN EMER WITH ATC AND INITIATED THE CABIN PRESSURE LOSS AND RAPID DSCNT CHKLIST. CABIN CTL WAS RESTORED AT APPROX 25000 FT AND ACFT LEVELED. CANCELED EMER WITH ATC. I INQUIRED ABOUT THE NECESSITY OF DIVERTING TO A CLOSER STATION. AS THE PRESSURIZATION HAD BEEN RESTORED, WE PROCEEDED TO ATLANTA. WE LATER FOUND OUT THAT THIS ACFT HAS A HISTORY OF LOSING PRESSURIZATION (TWICE IN 1 DAY EARLIER IN THE MONTH). WHEN THERE IS A HISTORY OF A KNOWN RECURRING PROB IN A SPECIFIC ACFT OR ACFT TYPE, A FORMAL NOTICE SHOULD BE PASSED ON TO THE PLTS. WITH THIS INFO THE PLTS CAN ADJUST THEIR WORK FLOWS TO BE MORE PREPARED FOR SPECIFIC PROBS. ADDITIONALLY THEY WILL HAVE A BETTER FEEL FOR WHAT DEG OF CORRECTIONS WILL BE REQUIRED TO CORRECT THE PROB.
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.