EMB-145 flight crew reported during climb the aircraft failed to pressurize resulting in a return to the departure airport.
Synopsis
EMB-145 flight crew reported during climb the aircraft failed to pressurize resulting in a return to the departure airport.
Narrative
Prior to boarding the FO discovered the DV (Direct Vision) window open inscription was visible. I contacted maintenance and advised them of the same. They came out and verified there was a gap in the molding but wanted to do a pressure test to verify it was in fact sealed. They conducted the pressure test and verified the window was sealed with no leaks. At this point we boarded for departure. All checks and scans were completed prior to departure. On initial climbout I ran the after takeoff checklist. While checking the pressure on the EICAS where the cabin should be near 0 it was indicating close to our current altitude. We contacted departure and began turning to our assigned heading while further analyzing the pressure. I made the FO aware; and about the same time we could feel it in our ears. I checked the automatic pressurization panel and the arrow appeared to be at the top of the green arch in the auto placement. I snugged it to insure it was all the way in the auto position. I also verified the dump buttons were in their correct position; to which they were. I then verified the circuit breaker panel as well for anything abnormal; and the pneumatic panel was properly configured. The FO continued a shallow climb to 8;000 so we could work the problem. No EICAS was present since we were below 10;000 feet. I pulled the QRH and based off the situation decided the automated pressure fail was most appropriate given the situation and lack of EICAS message. It was predicated on loosing pressure above 10;000 feet. The end of the QRH specified to dump pressure when coming through 10;000. We were already below 10;000 and unpressurized. At this point we elected to not continue to ZZZ1 due to safety of flight and possible failure of the pressurization system. I notified company through ACARS and the FA (Flight Attendant) that we would be returning due to pressurization problems. At the same time the FO advised ZZZ Departure ATC before they had us climb to 16;000.Having dispatched and operated unpressurized to ZZZ2 on occasions we elected not to declare an emergency since they had us descend to 6;000; the cabin pressure was stable; and safety of flight was not affected since we remained below 10;000. This allowed ATC to put us in a hold to burn fuel to get below max landing weight for approximately 25 min. I took the flight controls while the FO reset the FMS for ZZZ. I updated the PAX (Passengers) that we would be returning to ZZZ for maintenance and that we had to burn fuel and would be on the ground shortly. During this time I kept ATC updated on our fuel burn. Once the FMS was programmed and briefed I transferred controls back to the FO and returned to ZZZ following the hold.The PAX mask did not deploy and we did not have to don OXY mask due to not climbing above 8000 feet. Once reaching the gate maintenance met us and verified the automatic pressure panel was in the proper configuration for normal operation. We switched aircraft at this point. The FO and I elected to continue the ZZZ1 leg. The FA opted not to.
Second reporter narrative
While doing my safety scan I noticed that the 'window open' inscription was visible on my DV (Direct Vision) window. The tab and movement handle indicated that it was fully closed. I informed the captain and the captain called maintenance. Maintenance arrived and performed a pressure test on the aircraft; the aircraft passed the pressure test; so the captain and I continued with our pre-flight duties. I was pilot flying on departure. After our initial takeoff from XXC; tower gave us heading 240 and to switch to departure. I was hand flying at this time. The captain pointed out that the pressurization was not working correctly in our turn; then switched to departure and checked in. I asked for the autopilot to be engaged; and after briefly communicating the captain gave me control of the radios and of the flight controls while he went heads down to check the pressurization panel. I slowed the climb rate to 1000 FPM to reduce the cabin rate for passenger and crew comfort. The captain pulled out the QRH and began with PRESSURIZATION AUTOMATIC SYSTEM FAILURE/CABIN DEPRESSURIZATION/CABIN RATE ABNORMAL FLUCTUATIONS" checklist. I confirmed and concurred that it was most likely the appropriate checklist due to the conditions. There were no EICAS messages present. The cabin rate and altitude were identical to the actual climb rate and altitude of the aircraft while in auto mode. He read through the checklist and we both agreed that it was predicated on the aircraft being above 10000 feet. We decided that it didn't make sense to put the aircraft in manual mode due to the end of the checklist requiring us to dump below 10;000'. We reached 8;000'. Captain searched the QRH and could not find another checklist appropriate to our scenario. ATC cleared us to 16;000 feet. Before climbing we briefly discussed how we wanted to continue; and both of us elected to return to ZZZ without declaring an emergency because at this time safety of flight was not at risk.I informed air traffic control that we intended to return to ZZZ. After delivering the souls on board/fuel on board information; ZZZ approach gave us an eastbound heading and the told us to expect the center runway. Captain informed the flight attendant and dispatch. We configured flaps 9 and gear down as we needed to burn about 2000 lbs of fuel. At this time I delivered the airplane and radios to the captain and resequenced the FMS and radios for a return to ZZZ on the center runway. ZZZ began giving us delayed vectors Northeast of concord airport at 6000'. I sent for a landing data report and a current arrival ATIS; then input all the data. I briefed the approach; landing and taxi information then performed the descent checklist all the way through. The captain transferred the aircraft controls back over to me; and after about 25 minutes of vectors we informed ATC we were ready to do the approach. Upon arrival to the gate; the captain and I debriefed the situation; and maintenance came onboard to ensure the proper configuration of the pneumatic and pressurization panels. After completely deplaning the captain and I elected to continue. The flight attendant did not."
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.