Narrative:

While operating flight [from] phl; while in cruise flight at 36;000 feet MSL; we noticed an abnormally cold temperature in the cockpit. We turned up the pack 1 temperature and noted the flight deck temperature got even colder. It was indicating 18 [degrees] celsius and after increasing the temperature more. It continued to drop to 16 [degrees] celsius. It was so cold; we noticed frost beginning to form on the inside of the unheated portion of the windshield. Around this time; we noticed the EICAS cabin altitude was indicating 7;700 feet altitude and 7.7 psid and still indicating green while a small climb of 100 FPM on the cabin rate of climb. After a few moments; it was indicating amber around 8;400 feet and still climbing. We started discussing pressurization problems and the need to descend. We notified ATC and requested a descent to a lower altitude. ATC gave us 24;000 MSL at first. We began to run the QRH for cabin rate abnormal fluctuations and notified the flight attendant to take her seat. We noted that the cabin altitude became green again with lower values once passing through FL200. We took control of the cabin pressurization in manual mode and followed nap-30 as directed by the QRH to achieve normal cabin pressure values. We notified ATC of an abnormal cabin pressure event and that we were continuing to [destination airport]. We texted dispatch about our cabin pressurization problem and that the fuel state and weather looked good enough to continue. We got no response from dispatch. We notified our flight attendant that everything was normal again and she could get up to do her final walk through. We completed our normal descent and landing checklists and landed normally with the pressurization in manual mode.self scan; vigilance. And situational awareness.pack 1 unable to heat cockpit and pressurize aircraft sufficiently at aircraft altitude 36;000 feet MSL. There were no EICAS messages of a pack failure or any other abnormal indications except the amber high cabin altitude on the EICAS. Took action to stop the cabin from climbing and depressurizing. Ran QRH; notified ATC notified flight attendant; took manual control of cabin pressurization; and landed safely at our planned destination. We also notified company dispatch via ACARS with 2 messages and got no response.thankfully we had good weather and were tankering a lot of fuel. Had the weather been marginal and the fuel state less than desirable; we would have been much more task saturated determining an alternate course of action especially because dispatch did not respond to our messages.

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Original NASA ASRS Text

Title: Air carrier flight crew noticed an issue with pressurization during cruise flight. The PACK was unable to maintain cabin altitude nor temperature. The crew followed the QRH; made a descent to a lower altitude; and continued to their original destination.

Narrative: While operating flight [from] PHL; while in cruise flight at 36;000 feet MSL; we noticed an abnormally cold temperature in the cockpit. We turned up the Pack 1 temperature and noted the flight deck temperature got even colder. It was indicating 18 [degrees] Celsius and after increasing the temperature more. It continued to drop to 16 [degrees] Celsius. It was so cold; we noticed frost beginning to form on the inside of the unheated portion of the windshield. Around this time; we noticed the EICAS cabin altitude was indicating 7;700 feet ALT and 7.7 PSID and still indicating green while a small climb of 100 FPM on the cabin rate of climb. After a few moments; it was indicating amber around 8;400 feet and still climbing. We started discussing pressurization problems and the need to descend. We notified ATC and requested a descent to a lower altitude. ATC gave us 24;000 MSL at first. We began to run the QRH for Cabin Rate Abnormal Fluctuations and notified the Flight Attendant to take her seat. We noted that the cabin altitude became green again with lower values once passing through FL200. We took control of the cabin pressurization in manual mode and followed NAP-30 as directed by the QRH to achieve normal cabin pressure values. We notified ATC of an abnormal cabin pressure event and that we were continuing to [destination airport]. We texted Dispatch about our cabin pressurization problem and that the fuel state and weather looked good enough to continue. We got no response from Dispatch. We notified our Flight Attendant that everything was normal again and she could get up to do her final walk through. We completed our normal descent and landing checklists and landed normally with the pressurization in manual mode.Self scan; vigilance. and situational awareness.Pack 1 unable to heat cockpit and pressurize aircraft sufficiently at aircraft altitude 36;000 feet MSL. There were no EICAS messages of a pack failure or any other abnormal indications except the Amber high cabin altitude on the EICAS. Took action to stop the cabin from climbing and depressurizing. Ran QRH; notified ATC notified Flight Attendant; took manual control of cabin pressurization; and landed safely at our planned destination. We also notified company Dispatch via ACARS with 2 messages and got no response.Thankfully we had good weather and were tankering a lot of fuel. Had the weather been marginal and the fuel state less than desirable; we would have been much more task saturated determining an alternate course of action especially because dispatch did not respond to our messages.

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.