Introduction
On 24 March 2025, a 21 Air Boeing 767-200 freighter, registration N999YV, operating cargo flight 2I-805 from Cincinnati/Northern Kentucky International Airport (CVG) to San Francisco International Airport (SFO), experienced a cabin pressurisation problem while cruising at FL360. The crew conducted a series of controlled descents and initiated a diversion to Eppley Airfield (OMA) in Omaha, Nebraska. The aircraft landed safely on runway 32L approximately 30 minutes after the issue was first reported.
No injuries were reported. The aircraft was grounded for post-flight inspection and remained on the ground for at least 8 hours following the incident.
Flight & Aircraft Information
• Aircraft Type: Boeing 767-223(BDSF) Freighter
• Operator: 21 Air LLC
• Registration: N999YV
• Engines: 2 × General Electric CF6-80A
• Flight Number: 2I-805
• Route: Cincinnati (CVG/KCVG) → San Francisco (SFO/KSFO)
• Date of Occurrence: 24 March 2025
• Occupants: Crew only (exact number not publicly confirmed)
• Incident Location: Approx. 140 nautical miles ESE of Omaha, NE (USA)
• Cruising Altitude at Onset: FL360
• Diversion Airport: Eppley Airfield, Omaha (OMA/KOMA)
• Landing Runway: RWY 32L
• Time of Landing: Approximately 03:15 local time
• Weather at Time of Landing: VMC reported
Sequence of Events
1. Enroute Phase
• The aircraft departed Cincinnati/Northern Kentucky International Airport (CVG) under instrument flight rules bound for San Francisco (SFO).
• While enroute at FL360, approximately 140 nautical miles east-southeast of Omaha, the flight crew detected anomalies in the cabin pressure system.
2. Pressurisation Issue Identified
• The crew reported a possible pressurisation failure and conducted a controlled descent:
• First to FL340, followed shortly by a further descent to FL320.
• As a precaution, the crew declared an emergency and requested diversion to the nearest suitable airport.
3. Diversion to Omaha
• Omaha’s Eppley Airfield was selected as the diversion airport.
• The aircraft was cleared for a straight-in approach and landed safely on runway 32L at approximately 03:15 local time.
• Emergency services were placed on standby, though no further assistance was required upon landing.
Technical Overview: Pressurisation Systems
• The Boeing 767’s cabin pressurisation is managed by an automatic pressurisation control system that regulates cabin altitude using:
• Outflow valves
• Cabin pressure controllers
• Manual backup control
• Pressurisation loss can stem from:
• Sensor faults
• Outflow valve malfunction
• Air conditioning pack failure
• Structural air leaks or seal issues
• The CF6-powered 767 utilises engine bleed air to pressurise the cabin; any failure in the bleed system or pressure control components may result in gradual or rapid decompression.
Post-Landing & Maintenance Actions
• Following a safe touchdown and rollout, the aircraft was taxied to a remote bay for engineering inspection.
• No evacuation was required, and no damage to the aircraft structure or systems was reported at the time of writing.
• The FAA confirmed the crew reported a potential pressurisation issue and an investigation is underway.
• As of 8 hours after landing, the aircraft remained grounded at Omaha for continued diagnostics and system integrity verification.
Conclusion
21 Air flight 2I-805, a Boeing 767-200 freighter, experienced a cabin pressurisation issue while enroute at FL360 on 24 March 2025. The crew executed a controlled descent and diverted to Omaha, where the aircraft landed safely without incident. The aircraft remains out of service pending inspection. The FAA is currently investigating the circumstances surrounding the event.
The effective response by the flight crew ensured a safe outcome and demonstrates standard industry protocol in managing high-altitude pressurisation anomalies.
Disclaimer
This report is based on publicly available information as of 24 March 2025. While every effort has been made to ensure accuracy, the details may be subject to change as further investigations progress. If you are the rightful owner of any referenced materials and wish them removed, please contact takedown@cockpitking.com.
