Narrative:

During flight on jan/tue/02 from lga to pbi (first officer's leg) with 49 passenger, climbing through FL230 for FL280, the amber flow light illuminated on the cabin pressurization. The cabin altitude was approximately 7000-8000 ft. The first officer continued flying, got a descent (initially FL180 then 10000 ft) and I performed the abnormal checklists for the flow light and the automatic pressurization inoperative/manual pressurization. It did not warrant declaring an emergency. The first officer performed a maximum descent with speed brakes extended. We donned oxygen masks and coordinated the descent with the flight attendants and passenger. The cabin reached approximately 15000 ft and the masks deployed. Approximately 60 mi north of orf with a revised inland routing toward chs, the automatic #1 blue light was illuminated and pressurization was regained with automatic #2. The first officer and I discussed the pressurization, coordinated with flight attendants and passenger, contacted the dispatcher (I believe and maintenance control). We discussed the developments, the masks deploying, manual pressurization, the passenger and climbing to a higher altitude. The dispatcher recommended FL240 and I suggested FL220, and the dispatcher concurred. The dispatcher sent a new flight plan for pbi, but we shortly diverted to atl for maintenance. With only 49 passenger, and the rows of unused masks (available 02), I felt we had ample supply of oxygen for the passenger and the flight attendants and could safely climb to FL220. Approach and landing in atl were uneventful. We secured a new aircraft and proceeded to pbi. Supplemental information from acn 534017: we stayed on our fpr at 10000 ft while the captain continued to run checklists in an attempt to regain the pressurization system. Since our original flight plan called for a route over the atlantic ocean, the captain asked me to coordination with ATC for an inland while he was working the problem. This was done. The captain ultimately regained the pressurization system by recycling the packs, though this was not a step direct by any checklist. After doing so, he consulted with company via radio (while I continued to fly and monitor ATC). The course of action arrived at by him and the company was to continue to destination at FL220 on an inland route. Dispatch provided new numbers for fuel burn. Shortly after climbing to FL220, we received an ACARS message directing us to divert to atl for an equipment swap. We complied with this and landed uneventfully. Subsequent discussions with the chief pilot focused on the decision to climb back to high altitude after the deployment of the passenger oxygen masks. The oxygen for these masks is supplied by oxygen generators which means that each mask is only good for 1 activation. Thus, any passenger that activated the flow of oxygen to his mask would now be sitting beneath a useless oxygen mask after about 15 mins. With 20/20 hindsight, I now feel that for this reason alone we should have remained at 10000 ft and diverted to the nearest suitable maintenance base.

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Original NASA ASRS Text

Title: AN MD88 CREW EXPERIENCED A LOSS OF CABIN PRESSURE CLBING THROUGH FL230. THE DEPLOYMENT OF THE CABIN OXYGEN MASKS FOLLOWED.

Narrative: DURING FLT ON JAN/TUE/02 FROM LGA TO PBI (FO'S LEG) WITH 49 PAX, CLBING THROUGH FL230 FOR FL280, THE AMBER FLOW LIGHT ILLUMINATED ON THE CABIN PRESSURIZATION. THE CABIN ALT WAS APPROX 7000-8000 FT. THE FO CONTINUED FLYING, GOT A DSCNT (INITIALLY FL180 THEN 10000 FT) AND I PERFORMED THE ABNORMAL CHKLISTS FOR THE FLOW LIGHT AND THE AUTO PRESSURIZATION INOP/MANUAL PRESSURIZATION. IT DID NOT WARRANT DECLARING AN EMER. THE FO PERFORMED A MAX DSCNT WITH SPD BRAKES EXTENDED. WE DONNED OXYGEN MASKS AND COORDINATED THE DSCNT WITH THE FLT ATTENDANTS AND PAX. THE CABIN REACHED APPROX 15000 FT AND THE MASKS DEPLOYED. APPROX 60 MI N OF ORF WITH A REVISED INLAND ROUTING TOWARD CHS, THE AUTO #1 BLUE LIGHT WAS ILLUMINATED AND PRESSURIZATION WAS REGAINED WITH AUTO #2. THE FO AND I DISCUSSED THE PRESSURIZATION, COORDINATED WITH FLT ATTENDANTS AND PAX, CONTACTED THE DISPATCHER (I BELIEVE AND MAINT CTL). WE DISCUSSED THE DEVELOPMENTS, THE MASKS DEPLOYING, MANUAL PRESSURIZATION, THE PAX AND CLBING TO A HIGHER ALT. THE DISPATCHER RECOMMENDED FL240 AND I SUGGESTED FL220, AND THE DISPATCHER CONCURRED. THE DISPATCHER SENT A NEW FLT PLAN FOR PBI, BUT WE SHORTLY DIVERTED TO ATL FOR MAINT. WITH ONLY 49 PAX, AND THE ROWS OF UNUSED MASKS (AVAILABLE 02), I FELT WE HAD AMPLE SUPPLY OF OXYGEN FOR THE PAX AND THE FLT ATTENDANTS AND COULD SAFELY CLB TO FL220. APCH AND LNDG IN ATL WERE UNEVENTFUL. WE SECURED A NEW ACFT AND PROCEEDED TO PBI. SUPPLEMENTAL INFO FROM ACN 534017: WE STAYED ON OUR FPR AT 10000 FT WHILE THE CAPT CONTINUED TO RUN CHKLISTS IN AN ATTEMPT TO REGAIN THE PRESSURIZATION SYS. SINCE OUR ORIGINAL FLT PLAN CALLED FOR A RTE OVER THE ATLANTIC OCEAN, THE CAPT ASKED ME TO COORD WITH ATC FOR AN INLAND WHILE HE WAS WORKING THE PROB. THIS WAS DONE. THE CAPT ULTIMATELY REGAINED THE PRESSURIZATION SYS BY RECYCLING THE PACKS, THOUGH THIS WAS NOT A STEP DIRECT BY ANY CHKLIST. AFTER DOING SO, HE CONSULTED WITH COMPANY VIA RADIO (WHILE I CONTINUED TO FLY AND MONITOR ATC). THE COURSE OF ACTION ARRIVED AT BY HIM AND THE COMPANY WAS TO CONTINUE TO DEST AT FL220 ON AN INLAND RTE. DISPATCH PROVIDED NEW NUMBERS FOR FUEL BURN. SHORTLY AFTER CLBING TO FL220, WE RECEIVED AN ACARS MESSAGE DIRECTING US TO DIVERT TO ATL FOR AN EQUIP SWAP. WE COMPLIED WITH THIS AND LANDED UNEVENTFULLY. SUBSEQUENT DISCUSSIONS WITH THE CHIEF PLT FOCUSED ON THE DECISION TO CLB BACK TO HIGH ALT AFTER THE DEPLOYMENT OF THE PAX OXYGEN MASKS. THE OXYGEN FOR THESE MASKS IS SUPPLIED BY OXYGEN GENERATORS WHICH MEANS THAT EACH MASK IS ONLY GOOD FOR 1 ACTIVATION. THUS, ANY PAX THAT ACTIVATED THE FLOW OF OXYGEN TO HIS MASK WOULD NOW BE SITTING BENEATH A USELESS OXYGEN MASK AFTER ABOUT 15 MINS. WITH 20/20 HINDSIGHT, I NOW FEEL THAT FOR THIS REASON ALONE WE SHOULD HAVE REMAINED AT 10000 FT AND DIVERTED TO THE NEAREST SUITABLE MAINT BASE.

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.