CRJ-900 flight crew reported loss of aircraft pressurization during cruise flight. Flight crew descended to safe altitude and continued to destination where they landed safely.
Synopsis
CRJ-900 flight crew reported loss of aircraft pressurization during cruise flight. Flight crew descended to safe altitude and continued to destination where they landed safely.
Narrative
I operated a flight from ZZZ -ZZZ1. We were in cruise flight at FL290. Approximately 10 minutes cruise flight I received a L DUCT BLEED warning message. I was the PF so asked the first officer to begin reading the QRH for L DUCT BLEED warning (X-XX) followed by (X-XY). We [requested priority handling] as the cabin altitude began to climb between 700-800 feet per minute. ATC told us to turn 20 degrees right descend and maintain 10k. We complied with instructions however; after descending somewhere in the mid 20s we received an RA climb immediately; I disconnected the Autopilot and began to climb. Approximately four seconds later we were clear of conflict and began our decent again to 10K. As we leveled off; the first officer completed the checklist; and I then went into FMS to let Dispatch know of the event; and what our intentions were; which was to continue to ZZZ1; then spoke to the flight attendants; and the passengers to ensure everyone was OK and I explained to them the situation. It was a stressful event but I believe we managed it well given this happened during a weather event that saturated most of the area. Emergency vehicles were standing by as a precautionary measure once we landed at ZZZ1 however; no further assistance was needed. We began to taxi to the gate where we were met by maintenance personnel.
Second reporter narrative
I was operating Aircraft X ZZZ-ZZZ1 where [priority handling was requested]. For the flight leg; I began as PM. Approximately 30 minutes in to the flight in cruise at FL290; we received a triple chime and a 'R BLEED DUCT' Warning message (NOTE: in the Captain's report he stated it was L BLEED DUCT; but after discussing together we both agreed it was the right side that was affected). Captain silenced the aural warning; and we both pointed at and stated 'R BLEED DUCT'. Captain took the radios from me while I began the QRH. While performing the checklist; and as noted in the QRH; all bleed sources closed and the aircraft lost pressurization. We noticed the cabin altitude was rising at a rate of 700-800 fpm and immediately requested initiated a descent to 10;000 feet. ATC cleared us to turn 25 degrees right for the descent. Very shortly after starting down; we received a TCAS RA calling for a climb. Captain disconnected the Autopilot and almost as soon as he began to raise the nose we were given a 'clear of conflict' annunciation and so continued the descent. Once established in the descent and reaching a stopping point in the checklist; Captain passed off control of the airplane and radios to me while he assumed PM duties and began communicating with FA's; Passengers; Dispatch; and Maintenance Control. In the descent we also received an ICE caution message; but due to ambient temperatures at 10;000 and atmospheric conditions both agreed continuing the descent was the best and safest course of action. Reaching 10;000 feet we continued the QRH and completed all required checklists. Cabin altitude reached 10;000 feet and we received at CABIN ALT warning. Due to already being at 10;000 feet and planning for a further descent shortly; we both agreed that Oxygen masks were unnecessary at that point and would have caused more of a distraction to the operation that any potential safety benefit they may have provided. From that point forward the flight operated without any additional issues; we landed safely at ZZZ1 and Airport Rescue and Firefighting (ARFF) was standing by as we rolled off the runway. No assistance was needed from ground personnel and so we continued to the gate. Cause: R BLEED DUCT warning led to loss of pressurization
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.