CRJ-200 Captain crew reported the failure of both L and R packs and the loss of cabin pressurization.
Synopsis
CRJ-200 Captain crew reported the failure of both L and R packs and the loss of cabin pressurization.
Narrative
After our initial RTG (Return to Gate); we had a tail swap. We completed normal operations until the time of the event. I was PF. At around 10;000 shortly after the After takeoff check was completed we encountered a R PACK HI PRESS caution message which caused the right pack to fault. I called for the autopilot on as soon as the message came up. After running through; I was switched the controls to the FO; where he kept flying on assigned heading and altitude up to 13;000; and I dove into the QRH. As I was running through the R PACK HI PRESS QRH; the working L pack received a L PACK HI TEMP caution; causing that pack to fault. Due to no packs operational at this point the cabin altitude began to rise to 13;000. I was still running through the QRH when we first got a CABIN ALT caution message that changed to a CABIN ALT warning message. I immediately told the FO to [request priority handling] and get down to 10;000 feet. As I was now running through the CABIN ALT QRH procedure the FO did a good job at getting us set up to land at ZZZ1 and already had us set up on a 14 mile final. At this point I noticed the cabin altitude was decreasing and stabilizing as we continued to descend. I told the FA we will have a precautionary landing; I failed to notify dispatch due to the quickness of the flight and stressfulness of the overall situation. Since we were already established on final and the cabin pressure was stabilizing I took final approach as my priority attention and took controls and got prepared to land. The FO got landing data prepared and we ran through all normal checklists. We landed with no issues and parked at the gate. Aircraft swap into a plane that in its prior maintenance logs had X separate pack write ups. We took a plane with multiple separate write ups for pack issues. Maybe a maintenance flight to verify these issues are truly resolved in the future.
Second reporter narrative
The day started with a return to gate due to a maintenance problem on our original aircraft. We ended up getting swapped into a new aircraft and proceeded with normal operations. Taxi out and departure were standard normal operations. After departure; the captain; who was PF; called for the after-takeoff check. Shortly after; we received a R PACK HI PRESS caution. PF called for autopilot on and transferred the controls to me so he could run the QRH. I continued flying on assigned heading and continued our climb to the assigned altitude of 13;000ft as assigned by ATC. Shortly after; the working left pack faulted also. Once we had lost both of the packs; the cabin altitude started to rise and we received a CABIN ALT caution message which turned into a warning message. At this point the Captain told me to [request priority handling] to descend down to 10;000ft. I communicated with ATC and descended down to 10;00ft. I relayed to them the nature of the situation; fuel and souls onboard. I continued to get set up to land at ZZZ1 as the captain ran the QRH procedures. As we decreased altitude; the cabin altitude started to stabilize lower and we shifter operations toward a safe approach to landing and continued with our normal checklists and operations. We swapped back controls to the captain and proceeded with a safe landing and taxi to the gate with no further problems.Previous write ups on the aircraft indicating prior history of similar related issues.A form of verification process by the pilots or maintenance to confirm the there is no lingering problems.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.