Narrative:

Passing 10000 ft on departure out of orl, a red altitude control light illuminated on the overhead annunciator panel. Our pressure gauge indicated 10000 ft in agreement with the warning. Descent to 9000 ft was initiated immediately, and the first officer selected manual pressure controller, since both the normal and standby system had failed. Control was regained and after altitude and controller were in agreement, the normal system was selected and worked normally. Earlier on the ground at mco, the fuel imbal on the aircraft was over 1500 pounds when we arrived. The APU had been running for many hours with the air conditioning on during the night. A passenger complained of dirty water dripping on him. Maintenance arrived at the aircraft, but would not remove the headliner to wipe off the condensation from the overhead plumbing, which was the source of the water. Moisture was wiped from the engines and we continued on our way. We did not notice the cabin climbing with the aircraft altitude on departure, but the flight attendants chimed 3 times to tell us of black water raining throughout both first class and coach cabins. That was when we were given a frequency and altitude change as the red warning light illuminated. I would recommend stations not operate air conditioners during overnight stays until 30 mins prior to our arrival at the aircraft to preclude freezing elements in the pressurization controller with ambient moisture and humidity.

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Original NASA ASRS Text

Title: MD80 CREW ARRIVED AT THE ACFT TO FIND GND PERSONNEL HAD OPERATED THE APU ALL NIGHT FOR ACFT COOLING. WATER WAS DRIPPING ONTO THE PAX FROM OVERHEAD BECAUSE OF A FAULTY PACK WATER SEPARATOR.

Narrative: PASSING 10000 FT ON DEP OUT OF ORL, A RED ALT CTL LIGHT ILLUMINATED ON THE OVERHEAD ANNUNCIATOR PANEL. OUR PRESSURE GAUGE INDICATED 10000 FT IN AGREEMENT WITH THE WARNING. DSCNT TO 9000 FT WAS INITIATED IMMEDIATELY, AND THE FO SELECTED MANUAL PRESSURE CONTROLLER, SINCE BOTH THE NORMAL AND STANDBY SYS HAD FAILED. CTL WAS REGAINED AND AFTER ALT AND CONTROLLER WERE IN AGREEMENT, THE NORMAL SYS WAS SELECTED AND WORKED NORMALLY. EARLIER ON THE GND AT MCO, THE FUEL IMBAL ON THE ACFT WAS OVER 1500 LBS WHEN WE ARRIVED. THE APU HAD BEEN RUNNING FOR MANY HRS WITH THE AIR CONDITIONING ON DURING THE NIGHT. A PAX COMPLAINED OF DIRTY WATER DRIPPING ON HIM. MAINT ARRIVED AT THE ACFT, BUT WOULD NOT REMOVE THE HEADLINER TO WIPE OFF THE CONDENSATION FROM THE OVERHEAD PLUMBING, WHICH WAS THE SOURCE OF THE WATER. MOISTURE WAS WIPED FROM THE ENGS AND WE CONTINUED ON OUR WAY. WE DID NOT NOTICE THE CABIN CLBING WITH THE ACFT ALT ON DEP, BUT THE FLT ATTENDANTS CHIMED 3 TIMES TO TELL US OF BLACK WATER RAINING THROUGHOUT BOTH FIRST CLASS AND COACH CABINS. THAT WAS WHEN WE WERE GIVEN A FREQ AND ALT CHANGE AS THE RED WARNING LIGHT ILLUMINATED. I WOULD RECOMMEND STATIONS NOT OPERATE AIR CONDITIONERS DURING OVERNIGHT STAYS UNTIL 30 MINS PRIOR TO OUR ARR AT THE ACFT TO PRECLUDE FREEZING ELEMENTS IN THE PRESSURIZATION CONTROLLER WITH AMBIENT MOISTURE AND HUMIDITY.

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.