Date: 201310
Local time of day: 0601-1200
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Light: Daylight
Aircraft: B767 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Ferry / Re-Positioning
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ; TRACON ZZZ
Aircraft component: Air Conditioning and Pressurization Pack
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Workload; Troubleshooting; Time Pressure; Physiological - Other
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Landed in Emergency Condition; Flight Crew Diverted; Flight Crew Took Evasive Action; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: We were supposed to fly a ferry flight from a Contract Maintenance facility. The aircraft had undergone a routine maintenance check; and several enroute checks had to be performed in order to return the aircraft to ETOPS status. On of the checks to be performed was a high altitude cold-soaked APU start. In order to have the time to perform this test we were filed south toward before turning north towards our final destination. We departed at and leveled off at FLT 400 about 30 minutes after departure. Shortly after leveling off at our cursing altitude; I felt several cabin surges +; -1000 FT per minute. I ran the QRH checklist labeled ENG BLEED OFF - L (R) we did not regain the L Bleed valve; so according to the checklist the L Bleed switch was left in the off position. At the completion of the checklist we were not experiencing any cabin surges; however I was smelling an unusual odor (hot ducting/warm plastic or rubber). I asked the First Officer if he smelled anything unusual; and he said that he was not smelling anything. Because we did not have flight attendants I decided that a cabin inspection was in order. I asked the First Officer to walk back to the end of the cabin in the left aisle; check the cabin and lavatories on that side and come back it the cockpit on the right side; repeating the checks performed on the left. I put on my oxygen mask and the First Officer left the cockpit; and performed the cabin checks. About 5 minutes after the First Officer returned to the cockpit I felt a slight vibration on the floor. I told the First Officer to put his mask on his mask; turn his speaker on and establish communications with me. I also turned on all exterior lights and ignition to CONT. I was in the process of asking Center for lower; when the R ENG BLEED OVHT light came on; followed by a rapid increase of cabin alt. I contacted Center and advised them that we needed an immediate descend to 10;000; because we were losing control of our cabin. The Controller gave us a descend to FL 240 and the First Officer started the decent. When he pulled back the throttles the cabin rate of climb increased to the point that I tough it was best to declare and emergency. I declared the emergency and took control of the aircraft. I told the First Officer to set the transponder to 7700 and run the checklist for the R ENG BLEED OVHT since we already had completed all the steps on the emergency decent checklist. He ran the checklist; and for a moment it looked like we were going to get control of the cabin; but it was only a momentary surge in cabin pressure. During the emergency decent in the high 20's we got a master warning when the cabin altitude reached 10;000 feet. Somewhere around FL240 I looked at the cabin altitude and I thought I saw the cabin at about 10;000 FT; but I'm not sure if this is accurate because of the viewing angle from the left seat. When we leveled of at 10;000 FT we momentarily removed our masks and checked for fumes. We both this time we both smelled what I had smelled earlier at cruise. We put our mask on and I attempted to call Dispatch to coordinate the next move. While we were attempting to contact Dispatch we decided it was best to land at the nearest suitable airport. We were about 20 miles south of a large station so we advised Center that we wold like vectors for Runway X. When Dispatch contacted us we told them of our decision and the said the we going to help coordinate our unexpected arrival with our Station personnel. I then momentarily removed my mask to check for fumes and I could not detect any fumes; we decided to remove our masks. The Approach Controller asked me if I wanted the to roll the truck down the runway; I told him to have the ready to roll but I did not see any reason to have them follow us down the runway. We landed and followed the 'follow me' to the Company ramp.




Synopsis: A B767 on a Maintenance ferry flight at FL400 lost pressurization after both packs tripped and the aircraft developed a hot odor; so an emergency was declared; the QRH completed and after an emergency descent the flight diverted to a nearby airport.