Loss of Cabin Pressurisation

Definition
Depressurisation of the aircraft cabin as a result of structural failure, pressurisation system malfunction, an
inadvertent crew action or a deliberate crew intervention.

Description
Loss of pressurisation is a potentially serious emergency in an aircraft flying at the normal cruising
altitude for most jet passenger aircraft. Loss of cabin pressure, or depressurisation, is normally classified
as explosive, rapid, or gradual based on the time interval over which cabin pressure is lost.

The cabins of modern passenger aircraft are pressurised in order to create an environment which is
physiologically suitable for humans (Aircraft Pressurisation Systems). Maintaining a pressure difference
between the outside and the inside of the aircraft places stress on the structure of the aircraft. The higher the
aircraft flies, the higher the pressure differential that needs to be maintained and the higher the stress on the
aircraft structure. A compromise between structural design and physiological need is achieved on most aircraft
by maintaining a maximum cabin altitude of 8,000 ft.

The composition of atmospheric air remains constant as air pressure reduces with increasing in altitude and
since the partial pressure of oxygen also reduces, the absolute amount of oxygen available also reduces. The
reduction in air pressure reduces the flow of oxygen across lung tissue and into the human bloodstream. A
significant reduction in the normal concentration of oxygen in the bloodstream is called Hypoxia.

The degree to which an individuals performance is affected by lack of oxygen varies depending on the altitude
of the aircraft, and on personal factors such as the general health of the person and whether he/she is a
smoker. Below 10,000 ft, the reduced levels of oxygen are considered to have little effect on aircrew and
healthy passengers but above that, the effect becomes progressively more pronounced. Above 20,000 ft, lack
of oxygen leads to loss of intellectual ability followed by unconsciousness and eventually respiratory and heart
failure. When suddenly deprived of normal levels of oxygen, estimates of the Time of Useful
Consciousness are a pertinent guide - at 35,000 ft it is less than one minute. See the separate article
on Hypoxia for more detailed information.

Note that some military flights may involve deliberate depressurisation at high altitude for the purpose of
dropping troops or equipment by parachute. Such flights are normally conducted in accordance with specific
special procedures.

Types
 Structural Failure: Failure of a window, door, or pressure bulkhead for example, or in-flight explosion. An
in-flight explosion may be due to a system failure, dangerous cargo, or a malicious act consequential on
such as an explosive device on board.

Pressurisation system failure: Malfunction of some part of the pressurisation system such as an outflow
valve.

Inadvertent system control input(s): Accidental or incorrect activation of a critical pressurisation

control.

Deliberate Act: A drastic measure but one which an aircraft captain might consider, for example, as a way
of clearing the cabin of smoke.
Effects

Crew Incapacitation. Depending on the altitude of the aircraft when depressurisation takes place, loss of
pressurisation can very quickly lead to the incapacitation of the crew and passengers unless they receive
supplementary oxygen.
Solutions

Oxygen. In the event of loss of pressurisation, it is essential that the flight crew don oxygen equipment as
soon as possible. In the case of a deliberate depressurisation, the crew should be on oxygen before the
depressurisation commences.

Emergency Descent. In the case of an uncontrolled depressurisation, the crew will want to descend
immediately to an altitude at which they and the passengers can breathe without supplementary oxygen -
usually given as 10,000 feet amsl subject to adequate terrain clearance

see the articles Pressurisation Problems: Guidance for Flight Crews and Emergency Depressurisation:
Guidance for Controllers.

Related Articles

Explosive Depressurisation

Rapid Depressurisation

Gradual Depressurisation

Pressurisation Problems: Guidance for Flight Crews

Pressurisation Problems: Guidance for Controllers

Hypoxia

Decompression Sickness
Accidents and Incidents Involving Loss of Pressurisation
 B733, en-route, Grammatiko Greece, 2005 (On 14 August 2005, a B737-300 aircraft belonging to Helios
Airways, crashed near Grammatiko, Greece following the incapacitation of the crew due to Hypoxia)

LJ35, Aberdeen SD USA, 1999 (On October 25, 1999, about 1213 central daylight time (CDT), a Learjet
Model 35, N47BA, operated by Sunjet Aviation, Inc., of Sanford, Florida, crashed near Aberdeen, South
Dakota. The airplane departed Orlando, Florida, for Dallas, Texas, about 0920 eastern daylight time
(EDT). Radio contact with the flight was lost north of Gainesville, Florida, after air traffic control (ATC)
cleared the airplane to flight level (FL) 390. The airplane was intercepted by several U.S. Air Force (USAF)
and Air National Guard (ANG) aircraft as it proceeded northwestbound. The military pilots in a position to
observe the accident airplane at close range stated (in interviews or via radio transmissions) that the
forward windshields of the Learjet seemed to be frosted or covered with condensation. The military pilots
could not see into the cabin. They did not observe any structural anomaly or other unusual condition. The
military pilots observed the airplane depart controlled flight and spiral to the ground, impacting an open
field. All occupants on board the airplane (the captain, first officer, and four passengers) were killed, and
the airplane was destroyed)