Cabin Pressure and Electrical Failure at FL350

The primary failure is almost certainly the engine 2 bleed leak. The pack 2 fault and generator 2 trip may be secondary effects of the same bleed duct leak, or separate faults, but the immediate threat is loss of cabin pressure and possible further damage.

First three actions:

1. Control the cabin altitude. Select the affected bleed OFF and close the bleed valve; select pack 2 OFF. If the APU bleed is available and not affected, consider using it for the remaining pack. Do not repeatedly reset a leaking bleed.
2. Address the electrical loss. Confirm generator 2 is offline and shed non-essential load as required; check whether the APU generator or cross-feed can restore essential power. Avoid excessive load on the remaining generator.
3. Prepare for descent and oxygen use. Monitor cabin altitude and rate; if it cannot be controlled below 10,000 ft, start a descent. At 8,500 ft and climbing at 500 ft/min, the crew has about 3 minutes to 10,000 ft and about 11 minutes to 14,000 ft, when passenger oxygen masks would deploy automatically.

The priority order is cabin altitude, electrical supply, then diversion. The crew should not continue at FL350 while the cabin altitude is rising.

The decision is driven by the time available to physiological impairment and by the aircraft's oxygen system.

• At 10,000 ft cabin altitude, crew should be on oxygen; prolonged exposure above 10,000 ft impairs judgement and eventually consciousness.
• At 14,000 ft, passenger masks deploy automatically on most transport aircraft. Passengers with medical conditions are at particular risk.
• If the cabin altitude is uncontrollable, the correct response is an emergency descent to 10,000 ft or the minimum safe altitude, whichever is higher, using maximum rate compatible with structural and speed limits.

The aircraft was climbing through 8,500 ft at 500 ft/min. A controlled descent started immediately can keep the cabin below 10,000 ft. The crew should don masks, establish crew communication, advise ATC and request descent and diversion. Anti-ice use should be reassessed because bleed demand affects the remaining pack, but it should not be switched off blindly if icing conditions remain. The descent should be flown at an appropriate speed and the cabin pressure controller monitored for further uncontrolled climb.

Diversion to Plaisance is justified. The aircraft has a bleed leak, one pack affected, one generator offline and a cabin altitude that is not yet stable. Continuing to destination would prolong exposure to a possible uncontrolled decompression and would leave little margin if the remaining pack or generator fails. Plaisance is only 18 minutes away and the destination weather is fine, so there is no operational reason to press on.

Electrical load must be managed because the remaining generator now supplies more of the aircraft systems. The crew should shed galley, unnecessary cabin loads and non-essential equipment, and confirm that essential systems remain powered. If the APU generator is available, it can reduce load on the remaining main generator, but the APU must not be used if it is affected by the same bleed problem.

The captain should declare the situation to ATC, request priority and medical assistance on arrival if needed, and plan for a possible overweight landing. The decision is not based on a single warning but on the combination of pressure control, electrical supply and the short diversion time.