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19980226014109I

Incident
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FAA incident report · Doug DC1010 · Honolulu, HI · February 26, 1998

FAA Aviation Safety Information Portal

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Date
February 26, 1998 · 10:00 local
Place
Honolulu, HI
Airport
Honolulu International Airport
Phase of flight
Climb
Operating rules
Air carrier (Part 121)
Operator
UALA
Aircraft
N1845U
Reported as
Doug DC1010
People aboard
2
Fatal injuries
0
Pilot’s flight hours
11,482 total1,142 in this make and model152 in the last 90 days

From the FAA’s Accident/Incident Data System (AIDS), through its Aviation Safety Information Portal, as reported. The NTSB investigates accidents separately, and its record of an accident is the fuller one. The aircraft is matched to the registry by N-number and event date, checked against the reported make and model; the registry’s history has gaps, so older matches can be wrong. Compare the reported make and model.

What happened

The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.

Narrative: after takeoff, pressurization did not work in auto mode. The flight engineer selected semi-auto mode on climb out of FL340. Then semi-auto mode failed, and standby mode was selected and pressurization worked normally until level off at FL340; and for one hour at that flight level. The aircraft began a step climb to FL360, and the cabin began to depressurize. The flight engineer selected manual mode, but could not regain control of the cabin pressure. The captain initiated an emergency descent and they were able to regain cabin pressure at 15,000 ft. MSL, however, the oxygen masks had already deployed in the cabin. The captain elected to return to phnl. privacy data omitted The captain and flight engineer have been retrained on the pressurization system. The cmo plans no further action against the crew or company. The arinc operator instructed the crew to set the transponder to 7500. Appropriate response was initiated by ATC, airports division, Honolulu police dept., fbi, and hnl-fsdo. The reason the arinc operator issued the 7500 code is unknown.

As the FAA filed it

NARRATIVE: AFTER TAKEOFF, PRESSURIZATION DID NOT WORK IN AUTO MODE. THE FLIGHT ENGINEER SELECTED SEMI-AUTO MODE ON CLIMB OUT OF FL340. THEN SEMI-AUTO MODE FAILED, AND STANDBY MODE WAS SELECTED AND PRESSURIZATION WORKED NORMALLY UNTIL LEVEL OFF AT FL340; AND FOR ONE HOUR AT THAT FLIGHT LEVEL. THE AIRCRAFT BEGAN A STEP CLIMB TO FL360, AND THE CABIN BEGAN TO DEPRESSURIZE. THE FLIGHT ENGINEER SELECTED MANUAL MODE, BUT COULD NOT REGAIN CONTROL OF THE CABIN PRESSURE. THE CAPTAIN INITIATED AN EMERGENCY DESCENT AND THEY WERE ABLE TO REGAIN CABIN PRESSURE AT 15,000 FT. MSL, HOWEVER, THE OXYGEN MASKS HAD ALREADY DEPLOYED IN THE CABIN. THE CAPTAIN ELECTED TO RETURN TO PHNL. ^PRIVACY DATA OMITTED^ THE CAPTAIN AND FLIGHT ENGINEER HAVE BEEN RETRAINED ON THE PRESSURIZATION SYSTEM. THE CMO PLANS NO FURTHER ACTION AGAINST THE CREW OR COMPANY. THE ARINC OPERATOR INSTRUCTED THE CREW TO SET THE TRANSPONDER TO 7500. APPROPRIATE RESPONSE WAS INITIATED BY ATC, AIRPORTS DIVISION, HONOLULU POLICE DEPT., FBI, AND HNL-FSDO. THE REASON THE ARINC OPERATOR ISSUED THE 7500 CODE IS UNKNOWN.