Narrative:

Deviation from clearance due to pressurization problem. At XA30 on oct/mon/01 I was informed by the lga chief pilot that the FAA had a problem with my actions on sep/tue/01. I believe my actions were correct for the safety of my passenger crew and aircraft. To the best of my recollection the events of sep/tue/01 are as follows: on flight ZZZ from jfk to bda as we turned a tight base leg, the right AC bus failed and was not picked up by the left. The generator controller illuminated on final. I landed visually on final. I landed visually on runway 30. After maintenance and all MEL's were complied with the right idg was disconnected. On flight ZZZ2 from bda to jfk after reaching cruise altitude high 30 south and out of ny center bda VHF radio range we had an automatic controller inoperative status message an east and east access door light and EICAS message and a climbing cabin attendant. Bda maintenance had used east and east access. I called ny radio on HF, told the radio operator that we had a pressure problem, had turned 60 degrees off course to the east and were descending. It was VMC. The SELCAL came and an oceanic controller informed us of traffic which we visually obtained. Our east and east door light went out in the descent and the other automatic controller appeared to have the cabin attendant under control. We requested and received clearance to FL240 and continued to jfk. We did not have to make an emergency descent due to prudent action. By the time the oceanic controller had contacted us and called traffic, our problem had stabilized. We received clearance to FL240 and continued to jfk. If the controller wanted me to declare an emergency after the fact I would have gladly said 'I have used my emergency authority/authorized to turn off course and descend.' I thought the incident was a non event. I was wrong. I did make an error by not declaring an emergency when I deviation from our ATC clearance.

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Original NASA ASRS Text

Title: B767 CREW HAD A PRECAUTIONARY DSCNT AFTER EXPERIENCING A DOOR WARNING LIGHT AND AN UNCONTROLLABLE CAB RATE OF CLIMB.

Narrative: DEV FROM CLRNC DUE TO PRESSURIZATION PROB. AT XA30 ON OCT/MON/01 I WAS INFORMED BY THE LGA CHIEF PLT THAT THE FAA HAD A PROB WITH MY ACTIONS ON SEP/TUE/01. I BELIEVE MY ACTIONS WERE CORRECT FOR THE SAFETY OF MY PAX CREW AND ACFT. TO THE BEST OF MY RECOLLECTION THE EVENTS OF SEP/TUE/01 ARE AS FOLLOWS: ON FLT ZZZ FROM JFK TO BDA AS WE TURNED A TIGHT BASE LEG, THE RIGHT AC BUS FAILED AND WAS NOT PICKED UP BY THE LEFT. THE GENERATOR CTLR ILLUMINATED ON FINAL. I LANDED VISUALLY ON FINAL. I LANDED VISUALLY ON RWY 30. AFTER MAINT AND ALL MEL'S WERE COMPLIED WITH THE RIGHT IDG WAS DISCONNECTED. ON FLT ZZZ2 FROM BDA TO JFK AFTER REACHING CRUISE ALT HIGH 30 S AND OUT OF NY CENTER BDA VHF RADIO RANGE WE HAD AN AUTO CTLR INOP STATUS MSG AN E AND E ACCESS DOOR LIGHT AND EICAS MSG AND A CLIMBING CAB. BDA MAINT HAD USED E AND E ACCESS. I CALLED NY RADIO ON HF, TOLD THE RADIO OPERATOR THAT WE HAD A PRESSURE PROB, HAD TURNED 60 DEGS OFF COURSE TO THE E AND WERE DSNDING. IT WAS VMC. THE SELCAL CAME AND AN OCEANIC CTLR INFORMED US OF TFC WHICH WE VISUALLY OBTAINED. OUR E AND E DOOR LIGHT WENT OUT IN THE DSCNT AND THE OTHER AUTO CTLR APPEARED TO HAVE THE CAB UNDER CTL. WE REQUESTED AND RECEIVED CLRNC TO FL240 AND CONTINUED TO JFK. WE DID NOT HAVE TO MAKE AN EMER DSCNT DUE TO PRUDENT ACTION. BY THE TIME THE OCEANIC CTLR HAD CONTACTED US AND CALLED TFC, OUR PROB HAD STABILIZED. WE RECEIVED CLRNC TO FL240 AND CONTINUED TO JFK. IF THE CTLR WANTED ME TO DECLARE AN EMER AFTER THE FACT I WOULD HAVE GLADLY SAID 'I HAVE USED MY EMER AUTH TO TURN OFF COURSE AND DSND.' I THOUGHT THE INCIDENT WAS A NON EVENT. I WAS WRONG. I DID MAKE AN ERROR BY NOT DECLARING AN EMER WHEN I DEV FROM OUR ATC CLRNC.

Data retrieved from NASA's ASRS site as of July 2007 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.