Narrative:

At FL340 the cabin altitude light and EICAS warning message cabin altitude displayed. Our cabin altitude indicator read 10;000 feet and our rate indicator was climbing at approximately 300 FPM. We also received a status message auto 1 inoperative and auto 2 inoperative. We also had an intermittent automatic inoperative light on our cabin altitude control panel which indicates automatic 1 and automatic 2 cabin altitude control functions are inoperative. We immediately donned our oxygen masks and I [advised ATC] requesting direct to our closest alternate. I advised the flight attendants over the PA of our impending descent. The cabin altitude never went past 12;000 feet and held steady during most of our descent at 10;000 feet. No masks dropped in the cabin as our altitude never reached 14;000 feet. I was conducting IOE and my other two fos (first officers) returned to the cockpit while we were passing through 28;000 feet. I designated my first officer to continue being the PF (pilot flying) and to handle ATC communications. I assigned both international relief officer pilots various tasks to help ensure that all QRH procedures and [operations manual] diversion guides were followed. We advised ATC prior to dumping fuel. We dumped approximately 9;000 pounds of fuel at an altitude of 8;000 feet over land in close proximity of [our alternate]. We ran the QRH overweight landing checklist and landed at 371;920 pounds. We consulted with dispatch via ACARS and sat phone prior to landing. We coordinated with the lead flight attendant. I took over as PF once we were ready to brief the approach while [in] holding. An uneventful soft landing in the tdze was accomplished using maximum reverse and automatic brakes 3. Reference 155 target 160 and brake temps all remained solid white and held below 2.0. After emergency vehicles verified no smoke coming from our main gear we taxied to [our gate]. Paramedics met the aircraft. It was while we were deplaning that I learned of one passenger had requested to meet with paramedics with a complaint of pain in her left ear.all crew members; especially my 3 fos and lead flight attendant did an outstanding job following sops and CRM/tem (crew resource management; threat error management) procedures. The professionalism of my crew came through during the [event] and we all recalled how it was just in last year's [currency training] that we practiced rapid depressurization and the emergency descent procedure. All passenger comments as they were exiting the aircraft were thankful and complimentary. I debriefed the entire crew together as a group prior to leaving for the hotel. I'd also like to thank [our operations manager] for his assistance.

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Original NASA ASRS Text

Title: B767 flight crew reported a loss of cabin pressure; resulting in a diversion to a nearby suitable airport.

Narrative: At FL340 the CABIN ALTITUDE light and EICAS warning message CABIN ALTITUDE displayed. Our Cabin Altitude Indicator read 10;000 feet and our Rate Indicator was climbing at approximately 300 FPM. We also received a status message Auto 1 inoperative and Auto 2 inoperative. We also had an intermittent AUTO Inoperative light on our Cabin Altitude Control Panel which indicates AUTO 1 and AUTO 2 cabin altitude control functions are inoperative. We immediately donned our oxygen masks and I [advised ATC] requesting direct to our closest alternate. I advised the flight attendants over the PA of our impending descent. The cabin altitude never went past 12;000 feet and held steady during most of our descent at 10;000 feet. No masks dropped in the cabin as our altitude never reached 14;000 feet. I was conducting IOE and my other two FOs (First Officers) returned to the cockpit while we were passing through 28;000 feet. I designated my FO to continue being the PF (Pilot Flying) and to handle ATC communications. I assigned both IRO pilots various tasks to help ensure that all QRH procedures and [Operations Manual] Diversion Guides were followed. We advised ATC prior to dumping fuel. We dumped approximately 9;000 LBS of fuel at an altitude of 8;000 feet over land in close proximity of [our alternate]. We ran the QRH Overweight Landing checklist and landed at 371;920 LBS. We consulted with Dispatch via ACARS and SAT phone prior to landing. We coordinated with the Lead Flight Attendant. I took over as PF once we were ready to brief the approach while [in] holding. An uneventful soft landing in the TDZE was accomplished using MAX REVERSE and AUTO BRAKES 3. REF 155 TARGET 160 and brake temps all remained solid white and held below 2.0. After emergency vehicles verified no smoke coming from our main gear we taxied to [our gate]. Paramedics met the aircraft. It was while we were deplaning that I learned of one passenger had requested to meet with paramedics with a complaint of pain in her left ear.All crew members; especially my 3 FOs and Lead Flight Attendant did an outstanding job following SOPs and CRM/TEM (Crew Resource Management; Threat Error Management) procedures. The professionalism of my crew came through during the [event] and we all recalled how it was just in last year's [currency training] that we practiced Rapid Depressurization and the Emergency Descent procedure. All passenger comments as they were exiting the aircraft were thankful and complimentary. I debriefed the entire crew together as a group prior to leaving for the hotel. I'd also like to thank [our Operations Manager] for his assistance.

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.