Narrative:

Sometime after takeoff one of our flights had a 10th stage sov stuck in the closed position and was having pack issues. His dispatcher was on the phone with a diversion already in progress. I took the call and began to work his mechanical issue. His initial explanation of what's going on did not have a QRH reference to follow him. I asked for page number in the QRH; but he did not reference one. After I connected him with maintenance and they decided to continue; we begin talking on the plan to continue to destination. With okay from maintenance the plan was to run APU to run weak pack and continue up to FL300. During our conversation he told me to standby. Apparently while we were talking he received a cabin altitude caution message and immediately a cabin altitude warning message. He began the emergency descent procedure back down to FL100. The QRH procedure did not direct the flight to land at nearest suitable airport. The end result was the captain; maintenance supervisor and I agreed to continue at FL100 with APU and whatever pack available for use. After which; the problem was trying to communicate correct fuel burn info; also any weather needed to continue. Commercial radio tried different frequencies to reach but still no joy. He was at FL100 when I tried to communicate all pertinent info even the amendment for altitude change with fuel burn. I feel that commercial radio is not guaranteed at or around FL100 and if this had been another emergency that required additional info and a more serious plan or procedure to ensure safety he would not have had the info and aid to make a better decision.

Related reports:

Google
 

Original NASA ASRS Text

Title: Dispatcher of a CRJ assisted the flight crew when an engine SOV failed in the closed position and was unable to maintain an appropriate cabin altitude.

Narrative: Sometime after takeoff one of our flights had a 10th stage SOV stuck in the closed position and was having pack issues. His Dispatcher was on the phone with a diversion already in progress. I took the call and began to work his mechanical issue. His initial explanation of what's going on did not have a QRH reference to follow him. I asked for page number in the QRH; but he did not reference one. After I connected him with maintenance and they decided to continue; we begin talking on the plan to continue to destination. With okay from maintenance the plan was to run APU to run weak pack and continue up to FL300. During our conversation he told me to standby. Apparently while we were talking he received a CABIN ALT caution message and immediately a CABIN ALT WARNING message. He began the Emergency Descent Procedure back down to FL100. The QRH procedure did not direct the flight to land at nearest suitable airport. The end result was the Captain; Maintenance Supervisor and I agreed to continue at FL100 with APU and whatever pack available for use. After which; the problem was trying to communicate correct fuel burn info; also any weather needed to continue. Commercial radio tried different frequencies to reach but still no joy. He was at FL100 when I tried to communicate all pertinent info even the amendment for altitude change with fuel burn. I feel that commercial radio is not guaranteed at or around FL100 and if this had been another emergency that required additional info and a more serious plan or procedure to ensure safety he would not have had the info and aid to make a better decision.

Data retrieved from NASA's ASRS site as of April 2012 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.