Narrative:

The flight was an empty ferry flight. The flight plan showed 7.8 fuel over destination (FOD) for arrival. The weather was marginal with a long wait for departures. I called dispatch to bring the FOD up to 10K; which was granted. After departure; we were cleared to climb to FL400 by ATC. Approximately 45 minutes into the flight; a left engine duct leak light on the overhead panel illuminated. The associated 'left bleed duct leak' EICAS message also appeared. We followed the QRH which had us shut off the left engine bleed; left pack; and the isolation switch off. Since the left side was affected; the APU bleed air switch was also turned off. We continued with a one pack operation. I reported this issue to maintenance control and dispatch. I received no response from either of them. I entered the discrepancy in the aircraft logbook. {Some time later} I noticed a change in pressurization in my ears. I looked up to at the pressurization panel in time to see the right pack off light illuminate along with eicas messages 'right pack off'; and 'right pack temp'. Being unable to maintain cabin altitude; I asked the first officer to request a lower altitude from ATC while he worked the problem. ATC was told of our pressurization issue. ATC gave us a step down descent to a lower altitude. While descending; the first officer worked to restore right pack operation. Of course; the cabin continued to climb. Once we received the 10000 foot cabin altitude warning siren; we donned O2; declared an emergency; and asked for and received 10000 feet. ATC asked for souls on board; and fuel on board. The cabin eventually reached approximately 17000 feet. All passenger cabin O2 masks were deployed. Once we reached 10000 feet msl; and being more stable; ATC asked us if we wanted to divert. Initially we told them no; and that we were trying to restore right pack operation. Once flight was stable at 10000 feet; we followed the QRH in an attempt to restore right pack operation. Our FOD was now reading 5.6. We told ATC that we would keep them informed of our intentions once we were able to possibly restore right pack operation. We were able to restore right pack operation and asked for a climb to FL220. The fuel savings was significant and allowed us to continue to destination. We cancelled the 'emergency aircraft' designation; and continued without further issues. A logbook entry was made and maintenance control was informed of our status via ACARS. We arrived at the hangar with 7.4 fob.

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Original NASA ASRS Text

Title: A B757-300 Captain experiences a left engine duct leak light on the overhead panel at FL400 on a ferry flight. QRH procedures are complied with and the left pneumatic system and pack are shut down. Some time later the right pack overheats and shuts down. An emergency descent is initiated to 10;000 feet where the right pack is restored and the flight continues to destination at FL220.

Narrative: The flight was an empty ferry flight. The flight plan showed 7.8 Fuel Over Destination (FOD) for arrival. The Weather was marginal with a long wait for departures. I called dispatch to bring the FOD up to 10K; which was granted. After departure; we were cleared to climb to FL400 by ATC. Approximately 45 minutes into the flight; a left engine duct leak light on the overhead panel illuminated. The associated 'Left bleed duct leak' EICAS message also appeared. We followed the QRH which had us shut off the left engine bleed; left pack; and the isolation switch off. Since the left side was affected; the APU bleed air switch was also turned off. We continued with a one pack operation. I reported this issue to Maintenance Control and dispatch. I received no response from either of them. I entered the discrepancy in the aircraft logbook. {Some time later} I noticed a change in pressurization in my ears. I looked up to at the pressurization panel in time to see the right pack off light illuminate along with eicas messages 'right pack off'; and 'right pack temp'. Being unable to maintain cabin altitude; I asked the F/O to request a lower altitude from ATC while he worked the problem. ATC was told of our pressurization issue. ATC gave us a step down descent to a lower altitude. While descending; the F/O worked to restore right pack operation. Of course; the cabin continued to climb. Once we received the 10000 foot cabin altitude warning siren; we donned O2; declared an emergency; and asked for and received 10000 feet. ATC asked for souls on board; and fuel on board. The cabin eventually reached approximately 17000 feet. All passenger cabin O2 masks were deployed. Once we reached 10000 feet msl; and being more stable; ATC asked us if we wanted to divert. Initially we told them no; and that we were trying to restore right pack operation. Once flight was stable at 10000 feet; we followed the QRH in an attempt to restore right pack operation. Our FOD was now reading 5.6. We told ATC that we would keep them informed of our intentions once we were able to possibly restore right pack operation. We were able to restore right pack operation and asked for a climb to FL220. The fuel savings was significant and allowed us to continue to destination. We cancelled the 'emergency aircraft' designation; and continued without further issues. A logbook entry was made and Maintenance Control was informed of our status via ACARS. We arrived at the hangar with 7.4 FOB.

Data retrieved from NASA's ASRS site 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.