MD-82
Flight Crew Total 17600
Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Aircraft Equipment Problem Dissipated; Flight Crew Landed As Precaution; Flight Crew Diverted; General Declared Emergency
Aircraft
During cruise we noticed the PRESSURIZATION OUTFLOW light illuminated. Inspection of pressurization panel revealed both packs at zero flow; cabin outflow valve closed; cabin rate indicator climbing 500 FPM; and cabin altitude passing 6;500 FT. We performed QRH procedures and the cabin altitude continued to climb. We then initiated a descent with ATC but were stopped at FL240. With cabin continuing to climb Capt declared an emergency to facilitate descent to 10;000 FT. Passing 14;000 FT the left pack; followed by the right pack; returned to normal operation. Approaching 10;000 FT we were in contact with Dispatch. With 10;700 LBS fuel Capt coordinated with Dispatch to divert for fuel.
We were flying at FL270 in clear weather with light chop and noticed the PRESSURIZATION OUTFLOW light illuminated. Inspection of the pressurization system panel revealed: both packs at zero flow; cabin outflow valve fully closed; cabin rate indication climbing at 500 FPM; and cabin altitude around 6;500 FT. We performed the QRH procedure and the cabin altitude continued to climb. We initiated a descent with ATC. We were stopped at FL240 for traffic. With the cabin continuing to climb; I declared an emergency to facilitate descent to 10;000 FT. Passing 14;000 the left pack; followed by the right pack returned to operation. The cabin began to pressurize to normal. In the descent we contacted Dispatch. I decided under current conditions it would be best to coordinate a divert for fuel. The rest of the flight was uneventful.
MD82 flight crew notices a pressurization outflow light illuminated at FL270. Inspection of the pressurization system panel reveals both packs at zero flow; cabin outflow valve fully closed; cabin rate indication climbing at 500 FPM; and cabin altitude around 6;500 FT. QRH procedures are unsuccessful and descent is initiated. At 14;000 FT packs return to normal operation but a diversion for fuel is deemed prudent.