Emergency declared for emergency descent. Loss of cabin pressure control in an L1011. Aircraft equip...

Attributes
ACN	355162
Time
Date	199611
Day	Mon
Local Time Of Day	1801 To 2400
Place
Locale Reference	atc facility : zbw
State Reference	MA
Altitude	msl bound lower : 14000 msl bound upper : 24000
Environment
Flight Conditions	IMC
Light	Night
Aircraft 1
Controlling Facilities	artcc : zbw tower : atl
Operator	common carrier : air carrier
Make Model Name	L-1011 Tri-Star All Series
Operating Under FAR Part	Part 121
Navigation In Use	Other
Flight Phase	descent other other
Route In Use	arrival other arrival star : star
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp pilot : commercial pilot : instrument pilot : flight engineer
Experience	flight time last 90 days : 200 flight time total : 19000
ASRS Report	355162
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : instrument pilot : flight engineer pilot : commercial pilot : cfi pilot : atp
Experience	flight time last 90 days : 200 flight time total : 8000 flight time type : 1800
ASRS Report	354251
Events
Anomaly	aircraft equipment problem : critical other anomaly other
Independent Detector	aircraft equipment other aircraft equipment : unspecified other flight crewa
Resolutory Action	flight crew : declared emergency flight crew : overcame equipment problem other
Consequence	Other
Supplementary
Primary Problem	Aircraft

Narrative:

Upon entering icing conditions on our descent into bos the wing anti-ice was turned on, within 60 seconds, the area/duct overheat light illuminated on the pilot's annunciator panel. This was caused by a duct overheat on the high pressure valve on the #3 engine. This was followed shortly by the bleed/duct overheat light on the so's panel. We then lost all 3 packs and the cabin began climbing at +/-2000 ft, the so attempted to regain the system following the pom to no avail. We declared an emergency with ZNY and made an emergency descent to 14000 ft, then to 10000 ft. The cabin rose to 11000 ft before we were able to get it under control. We were able to regain the packs at 14000 ft. We then proceeded to bos in a normal approach, the passenger masks did not deploy. The aircraft had been dispatched with the aft outflow valve operating in manual only. Unknown by us, there had been a long history of the #3 high pressure ejector valve having problems. The pressurization problems were made more difficult to handle by the outflow valve problem. Supplemental information from acn 354251: aircraft had history of problems with #3 engine high pressure ejector valve.

Original NASA ASRS Text

Title: EMER DECLARED FOR EMER DSCNT. LOSS OF CABIN PRESSURE CTL IN AN L1011. ACFT EQUIP PROB.

Narrative: UPON ENTERING ICING CONDITIONS ON OUR DSCNT INTO BOS THE WING ANTI-ICE WAS TURNED ON, WITHIN 60 SECONDS, THE AREA/DUCT OVERHEAT LIGHT ILLUMINATED ON THE PLT'S ANNUNCIATOR PANEL. THIS WAS CAUSED BY A DUCT OVERHEAT ON THE HIGH PRESSURE VALVE ON THE #3 ENG. THIS WAS FOLLOWED SHORTLY BY THE BLEED/DUCT OVERHEAT LIGHT ON THE SO'S PANEL. WE THEN LOST ALL 3 PACKS AND THE CABIN BEGAN CLBING AT +/-2000 FT, THE SO ATTEMPTED TO REGAIN THE SYS FOLLOWING THE POM TO NO AVAIL. WE DECLARED AN EMER WITH ZNY AND MADE AN EMER DSCNT TO 14000 FT, THEN TO 10000 FT. THE CABIN ROSE TO 11000 FT BEFORE WE WERE ABLE TO GET IT UNDER CTL. WE WERE ABLE TO REGAIN THE PACKS AT 14000 FT. WE THEN PROCEEDED TO BOS IN A NORMAL APCH, THE PAX MASKS DID NOT DEPLOY. THE ACFT HAD BEEN DISPATCHED WITH THE AFT OUTFLOW VALVE OPERATING IN MANUAL ONLY. UNKNOWN BY US, THERE HAD BEEN A LONG HISTORY OF THE #3 HIGH PRESSURE EJECTOR VALVE HAVING PROBS. THE PRESSURIZATION PROBS WERE MADE MORE DIFFICULT TO HANDLE BY THE OUTFLOW VALVE PROB. SUPPLEMENTAL INFO FROM ACN 354251: ACFT HAD HISTORY OF PROBS WITH #3 ENG HIGH PRESSURE EJECTOR VALVE.

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.

Emergency declared for emergency descent. Loss of cabin pressure control in an L1011. Aircraft equipment problem.