Narrative:

Taxi and takeoff were uneventful with the first officer as the PF. On initial climb out passing approximately FL210 and cleared to FL230; we entered a cloud layer and engine anti-ice was turned on. Tat was +7. Shortly after entering the clouds; the icing light illuminated and wing anti-ice was selected on. We leveled at FL230 and that is when we felt a pressure surge and heard a pop. The pressure surge was followed by an aural alert and an EICAS message of left engine bleed valve. The left pneumatic bleed was also on. As the pilot monitoring; I commenced the appropriate checklist in the QRH. Per the engine bleed valve non normal checklist for left engine bleed valve; the bleed air switch was cycled off then on. The system was recovered for a few seconds and the left engine bleed valve light illuminated again. Per the checklist; I left the engine bleed switch in the off position. Wing and engine anti-ice were still required; so I turned the left pack off and opened the isolation valve to provide anti-ice protection to both sides. This confign worked for a few seconds and we were climbing through FL250 cleared to FL330. I told the first officer to advise ATC we needed clearance to a lower altitude and were cleared back to FL240 while we worked on our problem. We were now single pack with the right engine bleed providing all pneumatics. In less than 1 min; we heard the aural alert and lost the right engine bleed. We now had no packs and total loss of pressurization. We donned our oxygen masks and commenced an emergency descent. It took a few seconds to get started down because we had not yet transitioned to a descent to FL240. We declared an emergency and were cleared to 10000 ft. The altitude window was set to 10000 ft and flight level change speed was set higher as well as speed brakes deployed. I took control of the aircraft and the first officer worked a clearance back to ZZZ. We were just south of ZZZ VOR at the time. We were cleared back to ZZZ and I made a turn direct. During the turn; I noticed the aircraft was not accelerating or handling as I would have expected. I checked the flaps and they indicated 1 degree. I moved the flap handle to the up detent and noted the speed at the time was about 280 KIAS. The flaps were never called for; nor did I intentionally extend them. They were either unintentionally extended; or they moved uncommanded to the 1 degree position. When I moved the flap handle back up; it did not appear that the handle had been all the way in the 1 degree detent. The descent was continued to 8000 ft. The altitude horn never sounded and oxygen masks never deployed. The highest cabin altitude I remember observing was 8500 ft. At this time; the isolation valve was again closed since anti-ice was no longer required. At this time; the right bleed was recovered. I contacted the flight attendants and advised them of our emergency and return to ZZZ. The lead flight attendant asked how long before landing and I told her 15 mins. Flight control was advised of our return via ACARS. ATC was advised the emergency equipment was not needed upon our arrival in ZZZ. I made an extended PA to the passenger advising of our problem and return to ZZZ. Approach and landing were accomplished by the first officer and were uneventful. We returned to the gate in ZZZ. While at the gate; I noticed the flap handle was slightly raised (not seated in the detent) even though we had raised the flaps after landing. Logbook entries were made advising of the bleed malfunction and flap overspd. The dispatcher was debriefed as well as maintenance and the ZZZ1 assistant chief pilot. A lead mechanic informed us that this aircraft had a similar loss of pressurization just last week.

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Original NASA ASRS Text

Title: B757-200 EXPERIENCES LOSS OF BOTH ENGINE BLEEDS ON CLIMB OUT THROUGH ICING CONDITIONS. UNABLE TO STOP CABIN ALT FROM CLIMBING THEY BEGIN AN EMERGENCY DESCENT AND DISCOVER FLAPS WERE EXTENDED BETWEEN UP AND THE ONE DEGREE DETENT. RETURN SAFELY TO DEP ARPT.

Narrative: TAXI AND TKOF WERE UNEVENTFUL WITH THE FO AS THE PF. ON INITIAL CLBOUT PASSING APPROX FL210 AND CLRED TO FL230; WE ENTERED A CLOUD LAYER AND ENG ANTI-ICE WAS TURNED ON. TAT WAS +7. SHORTLY AFTER ENTERING THE CLOUDS; THE ICING LIGHT ILLUMINATED AND WING ANTI-ICE WAS SELECTED ON. WE LEVELED AT FL230 AND THAT IS WHEN WE FELT A PRESSURE SURGE AND HEARD A POP. THE PRESSURE SURGE WAS FOLLOWED BY AN AURAL ALERT AND AN EICAS MESSAGE OF L ENG BLEED VALVE. THE L PNEUMATIC BLEED WAS ALSO ON. AS THE PLT MONITORING; I COMMENCED THE APPROPRIATE CHKLIST IN THE QRH. PER THE ENG BLEED VALVE NON NORMAL CHKLIST FOR L ENG BLEED VALVE; THE BLEED AIR SWITCH WAS CYCLED OFF THEN ON. THE SYS WAS RECOVERED FOR A FEW SECONDS AND THE L ENG BLEED VALVE LIGHT ILLUMINATED AGAIN. PER THE CHKLIST; I LEFT THE ENG BLEED SWITCH IN THE OFF POS. WING AND ENG ANTI-ICE WERE STILL REQUIRED; SO I TURNED THE L PACK OFF AND OPENED THE ISOLATION VALVE TO PROVIDE ANTI-ICE PROTECTION TO BOTH SIDES. THIS CONFIGN WORKED FOR A FEW SECONDS AND WE WERE CLBING THROUGH FL250 CLRED TO FL330. I TOLD THE FO TO ADVISE ATC WE NEEDED CLRNC TO A LOWER ALT AND WERE CLRED BACK TO FL240 WHILE WE WORKED ON OUR PROB. WE WERE NOW SINGLE PACK WITH THE R ENG BLEED PROVIDING ALL PNEUMATICS. IN LESS THAN 1 MIN; WE HEARD THE AURAL ALERT AND LOST THE R ENG BLEED. WE NOW HAD NO PACKS AND TOTAL LOSS OF PRESSURIZATION. WE DONNED OUR OXYGEN MASKS AND COMMENCED AN EMER DSCNT. IT TOOK A FEW SECONDS TO GET STARTED DOWN BECAUSE WE HAD NOT YET TRANSITIONED TO A DSCNT TO FL240. WE DECLARED AN EMER AND WERE CLRED TO 10000 FT. THE ALT WINDOW WAS SET TO 10000 FT AND FLT LEVEL CHANGE SPD WAS SET HIGHER AS WELL AS SPD BRAKES DEPLOYED. I TOOK CTL OF THE ACFT AND THE FO WORKED A CLRNC BACK TO ZZZ. WE WERE JUST S OF ZZZ VOR AT THE TIME. WE WERE CLRED BACK TO ZZZ AND I MADE A TURN DIRECT. DURING THE TURN; I NOTICED THE ACFT WAS NOT ACCELERATING OR HANDLING AS I WOULD HAVE EXPECTED. I CHKED THE FLAPS AND THEY INDICATED 1 DEG. I MOVED THE FLAP HANDLE TO THE UP DETENT AND NOTED THE SPD AT THE TIME WAS ABOUT 280 KIAS. THE FLAPS WERE NEVER CALLED FOR; NOR DID I INTENTIONALLY EXTEND THEM. THEY WERE EITHER UNINTENTIONALLY EXTENDED; OR THEY MOVED UNCOMMANDED TO THE 1 DEG POS. WHEN I MOVED THE FLAP HANDLE BACK UP; IT DID NOT APPEAR THAT THE HANDLE HAD BEEN ALL THE WAY IN THE 1 DEG DETENT. THE DSCNT WAS CONTINUED TO 8000 FT. THE ALT HORN NEVER SOUNDED AND OXYGEN MASKS NEVER DEPLOYED. THE HIGHEST CABIN ALT I REMEMBER OBSERVING WAS 8500 FT. AT THIS TIME; THE ISOLATION VALVE WAS AGAIN CLOSED SINCE ANTI-ICE WAS NO LONGER REQUIRED. AT THIS TIME; THE R BLEED WAS RECOVERED. I CONTACTED THE FLT ATTENDANTS AND ADVISED THEM OF OUR EMER AND RETURN TO ZZZ. THE LEAD FLT ATTENDANT ASKED HOW LONG BEFORE LNDG AND I TOLD HER 15 MINS. FLT CTL WAS ADVISED OF OUR RETURN VIA ACARS. ATC WAS ADVISED THE EMER EQUIP WAS NOT NEEDED UPON OUR ARR IN ZZZ. I MADE AN EXTENDED PA TO THE PAX ADVISING OF OUR PROB AND RETURN TO ZZZ. APCH AND LNDG WERE ACCOMPLISHED BY THE FO AND WERE UNEVENTFUL. WE RETURNED TO THE GATE IN ZZZ. WHILE AT THE GATE; I NOTICED THE FLAP HANDLE WAS SLIGHTLY RAISED (NOT SEATED IN THE DETENT) EVEN THOUGH WE HAD RAISED THE FLAPS AFTER LNDG. LOGBOOK ENTRIES WERE MADE ADVISING OF THE BLEED MALFUNCTION AND FLAP OVERSPD. THE DISPATCHER WAS DEBRIEFED AS WELL AS MAINT AND THE ZZZ1 ASSISTANT CHIEF PLT. A LEAD MECH INFORMED US THAT THIS ACFT HAD A SIMILAR LOSS OF PRESSURIZATION JUST LAST WK.

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.