Narrative:

WX was cavok. We had a bleed trip off light leading to a pressurization issue. Leaving ZZZ1; we were climbing through FL250 when we encountered a 'bleed trip off' light on the right engine. We leveled off at FL270 and ran the QRH checklist for bleed trip off light. The checklist actions failed to correct the problem. Pressurization was provided by only the left pack from the left engine bleed. Upon conferring with the company dispatcher and maintenance coordinator in ZZZ2; we decided the best course of action given the non-normal pressurization confign was to divert to ZZZ3 for an equipment swap. We did not have enough fuel to reach ZZZ4 at FL250 and I was concerned about continuing on to destination at flight planned altitude having only the left engine bleed to supply all of the pressurization requirements for the flight. For safety of flight reasons I decided to continue the flight at FL250 to preclude any further problems (ie; rapid depressurization should the left bleed fail). After consulting the manual for the landing distance and brake cooling requirements I decided an overweight landing in ZZZ3 was the best course of action given the non-normal situation. The manual showed we were well within limits for the landing at ZZZ3. In addition; I conferred with maintenance concerning the impending overweight landing and the aircraft inspections that would be required. Maintenance approval for an overweight landing was received.

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Original NASA ASRS Text

Title: A B737-800'S RIGHT ENG 'BLEED TRIP OFF' LIGHT ILLUMINATED. THE FLT DSNDED TO FL250 AND DIVERTED TO AN ENROUTE ARPT FOR AN OVRWT LNDG AND ACFT CHANGE.

Narrative: WX WAS CAVOK. WE HAD A BLEED TRIP OFF LIGHT LEADING TO A PRESSURIZATION ISSUE. LEAVING ZZZ1; WE WERE CLBING THROUGH FL250 WHEN WE ENCOUNTERED A 'BLEED TRIP OFF' LIGHT ON THE R ENG. WE LEVELED OFF AT FL270 AND RAN THE QRH CHKLIST FOR BLEED TRIP OFF LIGHT. THE CHKLIST ACTIONS FAILED TO CORRECT THE PROB. PRESSURIZATION WAS PROVIDED BY ONLY THE L PACK FROM THE L ENG BLEED. UPON CONFERRING WITH THE COMPANY DISPATCHER AND MAINT COORDINATOR IN ZZZ2; WE DECIDED THE BEST COURSE OF ACTION GIVEN THE NON-NORMAL PRESSURIZATION CONFIGN WAS TO DIVERT TO ZZZ3 FOR AN EQUIP SWAP. WE DID NOT HAVE ENOUGH FUEL TO REACH ZZZ4 AT FL250 AND I WAS CONCERNED ABOUT CONTINUING ON TO DEST AT FLT PLANNED ALT HAVING ONLY THE L ENG BLEED TO SUPPLY ALL OF THE PRESSURIZATION REQUIREMENTS FOR THE FLT. FOR SAFETY OF FLT REASONS I DECIDED TO CONTINUE THE FLT AT FL250 TO PRECLUDE ANY FURTHER PROBS (IE; RAPID DEPRESSURIZATION SHOULD THE L BLEED FAIL). AFTER CONSULTING THE MANUAL FOR THE LNDG DISTANCE AND BRAKE COOLING REQUIREMENTS I DECIDED AN OVERWT LNDG IN ZZZ3 WAS THE BEST COURSE OF ACTION GIVEN THE NON-NORMAL SIT. THE MANUAL SHOWED WE WERE WELL WITHIN LIMITS FOR THE LNDG AT ZZZ3. IN ADDITION; I CONFERRED WITH MAINT CONCERNING THE IMPENDING OVERWT LNDG AND THE ACFT INSPECTIONS THAT WOULD BE REQUIRED. MAINT APPROVAL FOR AN OVERWT LNDG WAS RECEIVED.

Data retrieved from NASA's ASRS site as of May 2009 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.