CR-J200 flight crew reported prior to takeoff the Right Pack and APU were on MEL's. During climbout the Left Pack overheated and failed. The pilots asked ATC for assistance; requested a lower altitude and returned to the field.
Synopsis
CR-J200 flight crew reported prior to takeoff the Right Pack and APU were on MEL's. During climbout the Left Pack overheated and failed. The pilots asked ATC for assistance; requested a lower altitude and returned to the field.
Narrative
We were in a CRJ-200 with a deferred right pack and a deferred APU. We had briefed the MEL; specifically the importance of the power application on takeoff. The takeoff and initial climb went smooth. As we were passing through 15000 ft.; we got a left pack high temp caution message. I stated it was a time threat; I then told the First Officer (FO) to request us to level at 15000 ft. with ATC. Once that was accomplished I transferred the controls to the FO; told them to ask for lower; specifically 10000 ft. since we were now depressurizing. I then pulled the Quick Reference Handbook (QRH) to reset it. It did not reset. While this was occurring; ATC had only given us 12000 ft. initially. At that point; with the cabin continuing to climb; we [requested priority landing] and told them we needed 10000 ft. or lower. I then performed the Quick Reference Checklist (QRC) for the altitude warning descended after we donned our O2 masks. Once we were at a safe altitude I then proceeded to the situation and abnormal checklist. At the time this was happening; Departure had turned us back towards the field and then had us at 8000 ft. in a box pattern to the west of the arrivals. I completed the QRH procedure and communicated with the Flight Attendant that we would be returning to the field for a precautionary landing. I then became aware that she was still on O2 despite me making a PA. I then made a second; louder PA; and then checked to verify that she had heard that. I then told the FO to ask ATC if we can start to plan for an approach to XXR. He did that; we then communicated with operations that we were returning to the field. We then briefed the approach. They FO; who had been flying up to this point; said he felt comfortable to continue flying and I would do the radios. As we proceeded in; ATC told us to switch to a unique Tower frequency. I attempted to call this frequency twice and they didn't respond; so I returned back to Approach/Departure. They then had me use the normal Tower frequency. While this was occurring; I noticed the plane had not intercepted the final approach course. I told the FO to join; and then I overrode the automation in order to get back on final as we were about 1/2 dot off centerline. By doing so we also descended about 120 ft. below our assigned altitude of 8000 ft. We immediately returned to centerline and crossed ZZZZZ at the assigned altitude. Being single pack and then having the remaining pack trip off line. The use of a non-usual Tower frequency that I didn't get a response on. The CRJ-700 has an operational note that for flight if you lose your remaining pack; proceed to unpressurized flight packs off. Additionally; more investigation into what caused the right pack to have a high temp that caused the initial deferral.
Second reporter narrative
Flying a CRJ-200; with the right pack and APU deferred before Takeoff (TO). The Captain briefed the MELs and ensured I was comfortable with the starting and power settings for takeoff. The startup; taxi; take-off and initial climb went by the numbers and was uneventful. Upon reaching/passing through 15000 ft.; the 'left pack hi temp' caution indicated. The Captain indicated this was a time threat; leveled off and asked me to request lower from ATC at which time I asked for 10000 ft.; and ATC gave me 12000 ft. He then transferred the controls to me; and I started down. The Captain; then began to reset the pack and run the Quick Reference Checklist (QRC) and Quick Reference Handbook (QRH) checklists. But in the descent cabin alt caution indicated; then cabin alt warning message indicated in short succession. At 11000 ft. The Captain indicated we needed to [request priority landing] and request a return to field which I concurred with and executed. It was determined that XXR was the best option for landing and I requested that from ATC. The Captain needed some time to complete the QRC/QRH procedures; so to give time requested that I ask for vectors to give us the time; which I did. The Captain completed his Checklists; talked to the passengers; and called Ops told them we were returning to field.At this point we prepped and briefed for the visual approach for XXR backed up with the ILS frequency; and requested vectors to final. As we were approaching the final course; there was confusion with ATC and Tower about a non-standard frequency they wanted us to use that Tower was not responding on. They then had the Captain use the normal Tower frequency. But while this was going on; I had not configured the panel correctly to intercept the course; and was going through the final course. The Captain noticed this and told me to correct the automation; but then over road the automation to correct the course as by this time we were about 1/2 dot off of course. In so doing we dropped below our assigned altitude at ZZZZZ of 8000 ft. by 120 ft. I corrected course and altitude and flew the remainder of the approach without incident. Only having one pack; when it tripped off and the ensuing situation it caused; and the non-standard frequency and the distraction it was as we were entering the final phase of the fight. Reconsider Single Pack operations during the summer as an acceptable deferrable condition.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.