Narrative:

Flight ab lax-lih, on dec/sat/03 at approximately XA15Z, experienced a right pneumatic duct leak. After performing the appropriate flight handbook procedures, the EICAS and overhead duct leak caution lights extinguished. After consulting with dispatch and system aircraft maintenance controllers, the flight diverted to san francisco where an uneventful overweight landing was performed. A cabin advisory was provided to the chief purser. Communication with company was initially made over VHF. However, as reception deteriorated, ldoc HF facilities were used for a conference phone patch with both dispatch and system aircraft maintenance. Communication facilities were adequate for resolution of the event. Due to the right pneumatic duct remaining depressurized for the balance of the flight per flight handbook irregular procedure requirement, the right pack was rendered inoperative. In the captain's judgement, continuation of the ETOPS flight with only 1 pack operative would be imprudent and a decision to divert was made. The dispatcher sustained the decision. Initially management requested a return to lax, but subsequently redirected the aircraft approximately 10 ,mins later to san francisco. San francisco and los angeles were nearly equidistant. The cabin advisory was given to the chief purser prior to the announcement made to the cabin. The cockpit crew addressed the passenger at least 3 times during the diversion to keep them informed. The passenger were advised that a precautionary landing was being made in san francisco due to the failure of a redundant system, that the aircraft was safe and a normal landing would be made. The aircraft was projected to land approximately 24000 pounds over maximum structural weight in san francisco. The captain deemed his performance of an overweight landing as the safest course of action. Although winds were reported by ATIS as calm in san francisco, runways 19R&left were currently in use. Flight ab requested runway 28R as an operational necessity due to the landing weight, missed approach procedures and comparative length of runways. Dispatch and approach control coordinated the request with san francisco tower. A flaps 25 degree landing with autobrakes level 2 was made on runway 28R. The choice of flaps 25 degrees protected against automatic retract should gusts be encountered at the higher approach speed necessitated by the higher landing weight. Touchdown forces were light, automatic speed brakes and reverse thrust deployed normally, and minimal braking required to exit the runway at taxiway K. Appropriate logbook entries detailing the weight at landing and system failures were made. Communication, coordination, and assistance from first officer were exemplary and praiseworthy. Assistance from dispatch and maintenance controller was timely and helpful. Chief purser handled the cabin in an outstanding manner. Passenger response was positive during deplanement. Flight handbook direction was adequate for resolution of the event. Flight operation duty manager and los angeles flight off management assistance were offered by both offices.

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Original NASA ASRS Text

Title: B757-200 CREW DIVERTED TO THE NEAREST SUITABLE ARPT AFTER EXPERIENCING A R PNEUMATIC DUCT LEAK.

Narrative: FLT AB LAX-LIH, ON DEC/SAT/03 AT APPROX XA15Z, EXPERIENCED A R PNEUMATIC DUCT LEAK. AFTER PERFORMING THE APPROPRIATE FLT HANDBOOK PROCS, THE EICAS AND OVERHEAD DUCT LEAK CAUTION LIGHTS EXTINGUISHED. AFTER CONSULTING WITH DISPATCH AND SYS ACFT MAINT CTLRS, THE FLT DIVERTED TO SAN FRANCISCO WHERE AN UNEVENTFUL OVERWT LNDG WAS PERFORMED. A CABIN ADVISORY WAS PROVIDED TO THE CHIEF PURSER. COM WITH COMPANY WAS INITIALLY MADE OVER VHF. HOWEVER, AS RECEPTION DETERIORATED, LDOC HF FACILITIES WERE USED FOR A CONFERENCE PHONE PATCH WITH BOTH DISPATCH AND SYS ACFT MAINT. COM FACILITIES WERE ADEQUATE FOR RESOLUTION OF THE EVENT. DUE TO THE R PNEUMATIC DUCT REMAINING DEPRESSURIZED FOR THE BAL OF THE FLT PER FLT HANDBOOK IRREGULAR PROC REQUIREMENT, THE R PACK WAS RENDERED INOP. IN THE CAPT'S JUDGEMENT, CONTINUATION OF THE ETOPS FLT WITH ONLY 1 PACK OPERATIVE WOULD BE IMPRUDENT AND A DECISION TO DIVERT WAS MADE. THE DISPATCHER SUSTAINED THE DECISION. INITIALLY MGMNT REQUESTED A RETURN TO LAX, BUT SUBSEQUENTLY REDIRECTED THE ACFT APPROX 10 ,MINS LATER TO SAN FRANCISCO. SAN FRANCISCO AND LOS ANGELES WERE NEARLY EQUIDISTANT. THE CABIN ADVISORY WAS GIVEN TO THE CHIEF PURSER PRIOR TO THE ANNOUNCEMENT MADE TO THE CABIN. THE COCKPIT CREW ADDRESSED THE PAX AT LEAST 3 TIMES DURING THE DIVERSION TO KEEP THEM INFORMED. THE PAX WERE ADVISED THAT A PRECAUTIONARY LNDG WAS BEING MADE IN SAN FRANCISCO DUE TO THE FAILURE OF A REDUNDANT SYS, THAT THE ACFT WAS SAFE AND A NORMAL LNDG WOULD BE MADE. THE ACFT WAS PROJECTED TO LAND APPROX 24000 LBS OVER MAX STRUCTURAL WT IN SAN FRANCISCO. THE CAPT DEEMED HIS PERFORMANCE OF AN OVERWT LNDG AS THE SAFEST COURSE OF ACTION. ALTHOUGH WINDS WERE RPTED BY ATIS AS CALM IN SAN FRANCISCO, RWYS 19R&L WERE CURRENTLY IN USE. FLT AB REQUESTED RWY 28R AS AN OPERATIONAL NECESSITY DUE TO THE LNDG WT, MISSED APCH PROCS AND COMPARATIVE LENGTH OF RWYS. DISPATCH AND APCH CTL COORDINATED THE REQUEST WITH SAN FRANCISCO TWR. A FLAPS 25 DEG LNDG WITH AUTOBRAKES LEVEL 2 WAS MADE ON RWY 28R. THE CHOICE OF FLAPS 25 DEGS PROTECTED AGAINST AUTO RETRACT SHOULD GUSTS BE ENCOUNTERED AT THE HIGHER APCH SPD NECESSITATED BY THE HIGHER LNDG WT. TOUCHDOWN FORCES WERE LIGHT, AUTO SPD BRAKES AND REVERSE THRUST DEPLOYED NORMALLY, AND MINIMAL BRAKING REQUIRED TO EXIT THE RWY AT TXWY K. APPROPRIATE LOGBOOK ENTRIES DETAILING THE WT AT LNDG AND SYS FAILURES WERE MADE. COM, COORD, AND ASSISTANCE FROM FO WERE EXEMPLARY AND PRAISEWORTHY. ASSISTANCE FROM DISPATCH AND MAINT CTLR WAS TIMELY AND HELPFUL. CHIEF PURSER HANDLED THE CABIN IN AN OUTSTANDING MANNER. PAX RESPONSE WAS POSITIVE DURING DEPLANEMENT. FLT HANDBOOK DIRECTION WAS ADEQUATE FOR RESOLUTION OF THE EVENT. FLT OP DUTY MGR AND LOS ANGELES FLT OFF MGMNT ASSISTANCE WERE OFFERED BY BOTH OFFICES.

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.