Narrative:

Approximately 80-100 NM from destination airport and after approximately 1+30 of flight time in icing conditions and after exiting icing and securing anti-ice/de-ice systems and shortly into the descent from FL310; in the clear; the amber mach trim inop light illuminated and the a/P and a/T disconnected. Shortly thereafter the capt's airspeed indicator became unreliable with no off flags present. The capt's airspeed indicator indicated 240 KTS IAS and the first officer's and stby airspeed indicators indicated 290 KTS IAS; which along with throttle quadrant position and engine N1 indicators were determined to be the correct indications. Pitot/static heat indications were normal and no circuit breakers were tripped. Shortly after that the amber pressurization flow light illuminated with an associated left pack failure. Shortly after that the right pack failed with both the pressurization transfer lockout and stby lights illuminated and a rapid depressurization ensued. A descent was initiated with an exit from rvsm airspace and with an emphasis on maintaining positive control of the aircraft; navigating and communicating with first officer; ATC and fas while simultaneously correcting the obvious and referencing multiple checklists with multiple compound aircraft systems malfunctions. A successful descent accomplished with aircraft cabin altitude not exceeding approximately 7000 ft. At approximately 14000 ft. MSL in the descent all systems returned to normal except for the transfer lockout and stby lights; which remained illuminated. An otherwise uneventful landing and flight termination was completed at destination airport with no known injuries or aircraft damage. The flight recorder circuit breaker was pulled after flight termination. Coordination occurred with entire flight crew; ATC; dispatch; station personnel and maintenance.cause: maintenance troubleshooting and repair ongoing at the time of this report.

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Original NASA ASRS Text

Title: MD-80 flight crew reported experiencing multiple system failures on descent; including autopilot/autothrottle disconnect; Captain's airspeed indicator error; and air conditioning/pressurization pack failure.

Narrative: Approximately 80-100 NM from destination airport and after approximately 1+30 of flight time in icing conditions and after exiting icing and securing anti-ice/de-ice systems and shortly into the descent from FL310; in the clear; the amber Mach Trim inop light illuminated and the A/P and A/T disconnected. Shortly thereafter the Capt's Airspeed indicator became unreliable with no off flags present. The Capt's airspeed indicator indicated 240 KTS IAS and the FO's and Stby airspeed indicators indicated 290 KTS IAS; which along with throttle quadrant position and engine N1 indicators were determined to be the correct indications. Pitot/static heat indications were normal and no circuit breakers were tripped. Shortly after that the amber Pressurization flow light illuminated with an associated left pack failure. Shortly after that the right pack failed with both the pressurization transfer lockout and stby lights illuminated and a rapid depressurization ensued. A descent was initiated with an exit from RVSM airspace and with an emphasis on maintaining positive control of the aircraft; navigating and communicating with FO; ATC and FAs while simultaneously correcting the obvious and referencing multiple checklists with multiple compound aircraft systems malfunctions. A successful descent accomplished with aircraft cabin altitude not exceeding approximately 7000 Ft. At approximately 14000 Ft. MSL in the descent all systems returned to normal except for the transfer lockout and stby lights; which remained illuminated. An otherwise uneventful landing and flight termination was completed at destination airport with no known injuries or aircraft damage. The flight recorder circuit breaker was pulled after flight termination. Coordination occurred with entire flight crew; ATC; Dispatch; station personnel and Maintenance.Cause: Maintenance troubleshooting and repair ongoing at the time of this report.

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.