Editing Uncontrolled decompression

{{short description|Unplanned drop in the pressure of a sealed system}}
An '''uncontrolled decompression''' is an undesired drop in the [[pressure]] of a sealed system, such as a [[Cabin pressurization|pressurised aircraft cabin]] or [[hyperbaric chamber]], that typically results from [[human error]], structural failure, or [[impact (mechanics)|impact]], causing the pressurised vessel to vent into its surroundings or fail to pressurize at all.

Such decompression may be classed as ''explosive, rapid'', or ''slow'':
* '''Explosive decompression''' (ED) is violent and too fast for air to escape safely from the [[lung]]s and other air-filled cavities in the body such as the [[Paranasal sinuses|sinuses]] and [[eustachian tube]]s, typically resulting in severe to fatal [[barotrauma]].
* '''Rapid decompression''' may be slow enough to allow cavities to vent but may still cause serious barotrauma or discomfort.
* '''Slow''' or '''gradual decompression''' occurs so slowly that it may not be sensed before [[Hypoxia (medical)|hypoxia]] sets in.

==Description==
[[File:Explosive Decompression Test System.gif|thumb|In this test chamber, air pressure drops suddenly to that of the atmosphere at {{cvt|60000|ft}}. Air humidity immediately condenses into fog, which within seconds evaporates back into gas.]]

The term ''uncontrolled decompression'' here refers to the unplanned depressurisation of [[pressure vessel|vessels]] that are occupied by people; for example, a pressurised aircraft cabin at high altitude, a [[spacecraft]], or a [[hyperbaric chamber]]. For the catastrophic failure of other pressure vessels used to contain [[gas]], [[liquid]]s, or [[reactant]]s under pressure, the term [[explosion]] is more commonly used, or other specialised terms such as [[BLEVE]] may apply to particular situations.

Decompression can occur due to structural failure of the pressure vessel, or failure of the compression system itself.<ref name="FAA-OPS">{{cite web|publisher=[[Federal Aviation Administration]] |url=http://www.faa.gov/pilots/training/airman_education/media/ac%2061-107a.pdf|date=2007-07-15 |title=AC 61-107A – Operations of aircraft at altitudes above 25,000 feet msl and/or mach numbers (MMO) greater than .75|access-date=2008-07-29}}</ref><ref name=Dehart>{{cite book |title=Fundamentals Of Aerospace Medicine: Translating Research Into Clinical Applications, 3rd Rev Ed.|last=Dehart|first=R. L.|author2=J. R. Davis |year=2002 |publisher=Lippincott Williams And Wilkins|location=United States|isbn=978-0-7817-2898-0|page=720}}</ref>  The speed and violence of the decompression is affected by the size of the pressure vessel, the differential pressure between the inside and outside of the vessel, and the size of the leak hole.

The [[Federal Aviation Administration|US Federal Aviation Administration]] recognizes three distinct types of decompression events in aircraft: explosive, rapid, and gradual decompression.<ref name="FAA-OPS"/><ref name=Dehart/>

===Explosive decompression===

Explosive decompression occurs typically in less than 0.1 to 0.5 seconds, a change in cabin pressure faster than the lungs can decompress.<ref name="FAA-OPS"/><ref>{{cite book|title=Flight Training Handbook|url=https://books.google.com/books?id=ioRTAAAAMAAJ|year=1980|access-date=2007-07-28|publisher=U.S. Dept. of Transportation, [[Federal Aviation Administration]], Flight Standards Service|page=250|author1=Flight Standards Service, United States|author2=Federal Aviation Agency, United States}}</ref> Normally, the time required to release air from the lungs without restrictions, such as masks, is 0.2 seconds.<ref name="phak7-36" /> The risk of lung trauma is very high, as is the danger from any unsecured objects that can become [[projectile]]s because of the [[explosion|explosive]] force, which may be likened to a bomb detonation.

Immediately after an explosive decompression, a heavy fog may fill the aircraft cabin as the air cools, raising the [[relative humidity]] and causing sudden condensation.<ref name="phak7-36">{{Cite PHAK|year=2016|chapter=7|pages=36}}</ref> Military pilots with [[oxygen mask]]s must pressure-breathe, whereby the lungs fill with air when relaxed, and effort has to be exerted to expel the air again.<ref>{{cite web|url=http://aupress.au.af.mil/digital/pdf/book/brulle_engineering_space_age.pdf|title=Engineering the Space Age: A Rocket Scientist Remembers|author=Robert V. Brulle|date=2008-09-11|publisher=[[Athabasca University Press|AU Press]]|archive-url=https://web.archive.org/web/20110928085032/http://aupress.au.af.mil/digital/pdf/book/brulle_engineering_space_age.pdf|archive-date=2011-09-28|access-date=2010-12-01}}</ref>

===Rapid decompression===
Rapid decompression typically takes more than 0.1 to 0.5 seconds, allowing the lungs to decompress more quickly than the cabin.<ref name="FAA-OPS"/><ref>{{cite book|url=https://books.google.com/books?id=3hMZAAAAIAAJ|title=The New Frontier: Man's Survival in the Sky|author=Kenneth Gabriel Williams|year=1959|access-date=2008-07-28|publisher=Thomas}}</ref> The risk of lung damage is still present, but significantly reduced compared with explosive decompression.

===Gradual decompression===

Slow, or gradual, decompression occurs slowly enough to go unnoticed and might only be detected by instruments.<ref name="FAA-OPS2">{{Cite web |url=http://www.faa.gov/pilotos/training/airman_education/media/ac%2061-107a.pdf |title=AC 61-107A - Operations of aircraft at altitud above 25,000 feet MSL and/or mach numbers (MMO) greater than .75 |date=July 15, 2007 |work=[[Federal Aviation Administration]] }}</ref> This type of decompression may also come about from a failure to pressurize the cabin as an aircraft climbs to altitude. An example of this is the 2005 [[Helios Airways Flight 522]] crash, in which the maintenance service left the pressurization system in manual mode and the pilots did not check the pressurization system. As a result, they suffered a loss of consciousness (as well as most of the passengers and crew) due to [[hypoxia (medical)|hypoxia]] (lack of oxygen). The plane continued to fly due to the autopilot system and eventually crashed due to fuel exhaustion after leaving its flight path.

==Decompression injuries==
[[File:US Navy 091006-N-9001B-017 Hospital Corpsmen 2nd Class Kyle Carswell and Daniel Young monitor members of the 2009 class of NASA astronaut candidates for hypoxia in an altitude chamber.jpg|thumb|NASA astronaut candidates being monitored for signs of hypoxia during training in an [[Hypobaric chamber|altitude chamber]]]]
The following physical injuries may be associated with decompression incidents:

*[[Hypoxia (medical)|Hypoxia]] is the most serious  risk associated with decompression, especially as it may go undetected or incapacitate the aircrew.<ref name="AirQuality"/><ref name="pmid1599378">{{cite journal |vauthors=Bason R, Yacavone DW |title=Loss of cabin pressurization in U.S. Naval aircraft: 1969–90 |journal=Aviat Space Environ Med |volume=63 |issue=5 |pages=341–345 |date=May 1992 |pmid=1599378 }}</ref><ref name="pmid3579812">{{cite journal |author=Brooks CJ |title=Loss of cabin pressure in Canadian Forces transport aircraft, 1963–1984 |journal=Aviat Space Environ Med |volume=58 |issue=3 |pages=268–275 |date=March 1987 |pmid=3579812 }}</ref><ref>{{cite web|url=http://www.theairlinepilots.com/medical/decompressionandhypoxia.htm|title=Cabin Decompression and Hypoxia|author=Mark Wolff|publisher=theairlinepilots.com |access-date=2008-09-01|date=2006-01-06}}</ref>
*[[Barotrauma]]: an inability to equalize pressure in internal air spaces such as the [[middle ear]] or [[gastrointestinal tract]], or more serious injury such as a [[pneumothorax|burst lung]].<ref name="AirQuality"/>
*[[Decompression sickness]].<ref name="AirQuality"/><ref name="pmid1599378"/><ref name="NASA">{{cite journal |author1=Robinson, RR |author2=Dervay, JP |author3=Conkin, J |title=An Evidenced-Based Approach for Estimating Decompression Sickness Risk in Aircraft Operations |journal=NASA STI Report Series |volume=NASA/TM—1999–209374 |url=http://ston.jsc.nasa.gov/collections/TRS/_techrep/TM-1999-209374.pdf |access-date=2008-09-01 |url-status=dead |archive-url=https://web.archive.org/web/20081030231947/http://ston.jsc.nasa.gov/collections/TRS/_techrep/TM-1999-209374.pdf |archive-date=2008-10-30 }}</ref><ref name=UHMSabstract>{{cite journal |author=Powell, MR |year=2002 |journal=Undersea Hyperb. Med. |volume=Supplement |issue=abstract |title=Decompression limits in commercial aircraft cabins with forced descent |url=http://archive.rubicon-foundation.org/1181 |access-date=2008-09-01 |archive-date=2011-08-11 |archive-url=https://web.archive.org/web/20110811173704/http://archive.rubicon-foundation.org/1181 |url-status=usurped }}</ref>
*[[Altitude sickness]].
*[[Frostbite]] or [[hypothermia]] from exposure to [[Troposphere#Temperature|freezing cold air]] at high altitude.<ref>{{Cite journal|last1=Daidzic|first1=Nihad E.|last2=Simones|first2=Matthew P.|date=March{{ndash}}April 2010|title=Aircraft Decompression with Installed Cockpit Security Door |url=https://doi.org/10.2514/1.41953|journal=Journal of Aircraft|volume=47|issue=2|pages=490–504|doi=10.2514/1.41953|quote=<!-- page 490, col. 2-->[A]t 40,000 ft (12,200 m), the [[International Standard Atmosphere]] (ISA) pressure is only about 18.8 kPa (2.73 psi), and the air temperatures are about '''&minus;56.5{{nbsp}}°C (217{{nbsp}}K)'''. The [[Boiling point|boiling temperature]] of water at this atmospheric pressure is about''' &minus;59{{nbsp}}°C (332{{nbsp}}K)'''. Above 63,000 ft or 19,200 m ([[Armstrong limit|Armstrong line]]), the ISA environmental pressure drops below 6.3 kPa (0.91 psi) and the boiling temperature of water reaches the normal human body temperature (about 37 C). Any prolonged exposure to such an environment could lead to [[ebullism]], anoxia, and ultimate death, after several minutes. These are indeed very hostile conditions for human life. 
|url-access=subscription}}</ref>
* [[Physical trauma]] caused by the violence of explosive decompression, which can turn people and loose objects into projectiles.
At least two confirmed cases have been documented of a person being blown through an airplane passenger window. The first [[National Airlines Flight 27|occurred in 1973]] when debris from an [[Turbine engine failure|engine failure]] struck a window roughly midway in the fuselage. Despite efforts to pull the passenger back into the airplane, the occupant was forced entirely through the cabin window.<ref name="auto2">{{cite web|last=Mondout |first=Patrick |title=Curious Crew Nearly Crashes DC-10 |url=http://www.super70s.com/Super70s/Tech/Aviation/Disasters/73-11-03%28National%29.asp |access-date=2010-11-21 |url-status=dead |archive-url=https://web.archive.org/web/20110408023924/http://www.super70s.com:80/super70s/tech/aviation/disasters/73-11-03(National).asp |archive-date=2011-04-08 }}</ref> The passenger's skeletal remains were eventually found by a construction crew, and were positively identified two years later.<ref name="auto1">{{cite news |last=Harden |first=Paul |title=Aircraft Down |url=http://www.dchieftain.com/news/aircraft-down/article_23a78c5b-7d34-5684-89ee-0f0a5de0c513.html |access-date=2018-10-24 |newspaper=El Defensor Chieftain |date=2010-06-05 |archive-date=2019-10-17 |archive-url=https://web.archive.org/web/20191017132530/http://www.dchieftain.com/news/aircraft-down/article_23a78c5b-7d34-5684-89ee-0f0a5de0c513.html |url-status=dead }}</ref> The second incident occurred on April 17, 2018, when a woman on [[Southwest Airlines Flight 1380]] was partially blown through an airplane passenger window that had broken from a similar engine failure. Although the other passengers were able to pull her back inside, she later died from her injuries.<ref name="auto">{{cite web|url=https://www.foxnews.com/us/southwest-airlines-planes-engine-explodes-1-passenger-dead/|title=Southwest Airlines plane's engine explodes; 1 passenger dead|first=Kathleen|last=Joyce|website=[[Fox News]]|date=April 17, 2018}}</ref><ref name="nbcphiladelphia.com1">{{Cite web|url=https://www.nbcphiladelphia.com/news/national-international/airplane-makes-emergency-landing-at-philadelphia-international-airport/52411/|title=Woman Partially Sucked Out of Jet When Window Breaks Mid-Flight; Plane Makes Emergency Landing in Philadelphia|first1=Vince|last1=Lattanzio|first2=Alicia Victoria|last2=Lozano|first3=Denise|last3=Nakano|first4=Brian X.|last4=McCrone • •|date=17 April 2018 }}</ref><ref name="NYT on passenger">{{cite news|last1=Stack|first1=Liam|last2=Stevens|first2=Matt|title=A Southwest Airlines Engine Explodes, Killing a Passenger|url=https://www.nytimes.com/2018/04/17/us/southwest-airlines-explosion.html|access-date=April 18, 2018|work=[[The New York Times]]|date=April 17, 2018}}</ref> In both incidents, the plane landed safely with the sole fatality being the person seated next to the window involved.

According to [[NASA]] scientist [[Geoffrey A. Landis]], the effect depends on the size of the hole, which can be expanded by debris that is blown through it; "it would take about 100 seconds for pressure to equalise through a roughly {{convert|30.0|cm|in|abbr=on}} hole in the fuselage of a Boeing 747." Anyone blocking the hole would have half a ton of force pushing them towards it, but this force reduces rapidly with distance from the hole.<ref>{{cite web|url=http://www.news.com.au/travel/travel-updates/incidents/how-could-a-passenger-get-sucked-out-of-a-plane-and-has-it-happened-before/news-story/ce94c6632b6f485fbccb05dd64b9bbee|title=How could a passenger get sucked out of a plane – and has it happened before?|work=www.news.com.au|author=Lauren McMah|date=April 18, 2018|access-date=April 18, 2018}}</ref>

==Implications for aircraft design==
Modern aircraft are specifically designed with longitudinal and circumferential reinforcing ribs in order to prevent localised damage from tearing the whole [[fuselage]] open during a decompression incident.<ref>{{cite book|url=https://books.google.com/books?id=B3ng54W3sQ8C|pages=141–142|title=Beyond the Black Box|author=George Bibel|year=2007|isbn=978-0-8018-8631-7|access-date=2008-09-01|publisher=JHU Press}}</ref>  However, decompression events have nevertheless proved fatal for aircraft in other ways.  In 1974, explosive decompression onboard [[Turkish Airlines Flight 981]] caused the floor to collapse, severing vital flight control cables in the process. The [[Federal Aviation Administration|FAA]] issued an [[Airworthiness Directive]] the following year requiring manufacturers of wide-body aircraft to strengthen floors so that they could withstand the effects of in-flight decompression caused by an opening of up to {{convert|20|sqft|m2}} in the lower deck cargo compartment.<ref>{{cite web|url=http://www.faa.gov/about/media/b-chron.pdf|title=FAA Historical Chronology, 1926–1996|date=2005-02-18|access-date=2008-09-01|publisher=[[Federal Aviation Administration]] |archive-url = https://web.archive.org/web/20080624211236/http://www.faa.gov/about/media/b-chron.pdf <!-- Bot retrieved archive --> |archive-date = 2008-06-24}}</ref>  Manufacturers were able to comply with the Directive either by strengthening the floors and/or installing relief vents called "[[Dado (architecture)|dado panels]]" between the passenger cabin and the cargo compartment.<ref>{{patent|US|6273365}}</ref>

Cabin doors are designed to prevent losing cabin pressure through them by making it nearly impossible to open them in flight, whether accidentally or intentionally. The [[plug door]] design ensures that when the pressure inside the cabin exceeds the pressure outside, the doors are forced shut and will not open until the pressure is equalized. Cabin doors, including the emergency exits, but not all cargo doors, open inwards, or must first be pulled inwards and then rotated before they can be pushed out through the door frame because at least one dimension of the door is larger than the door frame.  Pressurization prevented the doors of [[Saudia Flight 163]] from being opened on the ground after the aircraft made a successful emergency landing, resulting in the deaths of all 287{{nbs}}passengers and 14{{nbs}}crew members from fire and smoke.

Prior to 1996, approximately 6,000{{nbs}}large commercial transport airplanes were [[type certificate|type certified]] to fly up to {{convert|45000|ft}}, without being required to meet special conditions related to flight at high altitude.<ref>{{Cite web|url=https://rgl.faa.gov/|title=RGL Home Page|website=rgl.faa.gov|access-date=2022-11-06|archive-date=2022-12-14|archive-url=https://web.archive.org/web/20221214143433/https://rgl.faa.gov/|url-status=dead}}</ref> In 1996, the FAA adopted Amendment 25–87, which imposed additional high-altitude cabin-pressure specifications, for new designs of aircraft types.<ref name="FAA_25.841">{{cite web|url=http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgFAR.nsf/0/FED94F31539484AB852566720051AA5D?OpenDocument|title=Section 25.841: Airworthiness Standards: Transport Category Airplanes|publisher=[[Federal Aviation Administration]]|date=1996-05-07|access-date=2008-10-02|archive-date=2009-02-02|archive-url=https://web.archive.org/web/20090202140424/http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgFAR.nsf/0/FED94F31539484AB852566720051AA5D?OpenDocument|url-status=dead}}</ref>  For aircraft [[type certificate|certified]] to operate above 25,000&nbsp;feet (FL&nbsp;250; 7,600&nbsp;m), it "must be designed so that occupants will not be exposed to cabin pressure altitudes in excess of {{convert|15000|ft}} after any probable failure condition in the pressurization system."<ref name="FARs, 14 CFR, Part 25, Section 841">{{Cite web|url=http://www.flightsimaviation.com/data/FARS/part_25-841.html|title=Flightsim Aviation Zone - Number 1 Flight Simulation & Aviation Resource! - Flight Simulator, Aviation Databases|website=www.flightsimaviation.com}}</ref> In the event of a decompression which results from "any failure condition not shown to be extremely improbable," the aircraft must be designed so that occupants will not be exposed to a cabin altitude exceeding {{convert|25000|ft}} for more than 2{{nbs}}minutes, nor exceeding an altitude of {{convert|40000|ft}} at any time.<ref name="FARs, 14 CFR, Part 25, Section 841"/>  In practice, that new FAR amendment imposes an operational [[Ceiling (aeronautics)|ceiling]] of 40,000{{nbs}}feet on the majority of newly designed commercial aircraft.<ref name="Exemption No. 8695">{{cite web|url=http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgEX.nsf/0/9929ce16709cad0f8625713f00551e74/$FILE/8695.doc|title=Exemption No. 8695|publisher=[[Federal Aviation Administration]]|date=2006-03-24|location=Renton, Washington|access-date=2008-10-02|archive-date=2009-03-27|archive-url=https://web.archive.org/web/20090327094608/http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgEX.nsf/0/9929ce16709cad0f8625713f00551e74/$FILE/8695.doc|url-status=dead}}</ref><ref>{{cite web|url=http://rgl.faa.gov/Regulatory_and_Guidance_Library%5CrgPolicy.nsf/0/90AA20C2F35901D98625713F0056B1B8?OpenDocument|publisher=[[Federal Aviation Administration]]|date=2006-03-24|title=PS-ANM-03-112-16|access-date=2009-09-23|author=Steve Happenny}}</ref>{{efn|Notable exceptions include the [[Airbus A380]], [[Boeing 787]], and [[Concorde]].}}

In 2004, [[Airbus]] successfully petitioned the FAA to allow cabin pressure of the [[Airbus A380|A380]] to reach {{convert|43000|ft}} in the event of a decompression incident and to exceed {{convert|40000|ft}} for one minute.  This special exemption allows the A380 to operate at a higher altitude than other newly designed civilian aircraft, which have not yet been granted a similar exemption.<ref name="Exemption No. 8695"/>

==International standards==
The Depressurization Exposure Integral (DEI) is a [[Quantitative property|quantitative]] [[scientific modelling|model]] that is used by the FAA to enforce compliance with decompression-related design directives.  The model relies on the fact that the pressure that the subject is exposed to and the duration of that exposure are the two most important variables at play in a decompression event.<ref>{{cite web|url=http://mrcabinpressure.com/amd25-87.htm|title=Amendment 25–87|publisher=[[Federal Aviation Administration]]|access-date=2008-09-01}}</ref>

Other national and international standards for explosive decompression testing include:
*[[MIL-STD]]-810, 202
*[[DO-160|RTCA/DO-160]]
*[[NORSOK]] M710
*API 17K and 17J
*NACE TM0192 and TM0297
*TOTALELFFINA SP TCS 142 Appendix H

==Notable decompression accidents and incidents==
Decompression incidents are not uncommon on military and civilian aircraft, with approximately 40–50 rapid decompression events occurring worldwide annually.<ref>{{cite web |url=http://www.amsanz.org.nz/avmedia/24/am24_2Decompression.pdf |title=Rapid Decompression In Air Transport Aircraft |date=2000-11-13 |access-date=2008-09-01 |publisher=Aviation Medical Society of Australia and New Zealand |url-status=dead |archive-url=https://web.archive.org/web/20100525193501/http://www.amsanz.org.nz/avmedia/24/am24_2Decompression.pdf |archive-date=2010-05-25 }}</ref> However, in most cases the problem is manageable, injuries or structural damage rare and the incident not considered notable.<ref name="AirQuality">{{cite book|title=Air Quality in Airplane Cabins and Similar Enclosed Spaces |author1=Martin B. Hocking |author2=Diana Hocking |url=https://books.google.com/books?id=KzXPJ-p75QIC |isbn=3-540-25019-0|publisher=Springer Science & Business|year=2005|access-date=2008-09-01}}</ref>  One notable, recent case was [[Southwest Airlines Flight 1380]] in 2018, where an uncontained engine failure ruptured a window, causing a passenger to be partially blown out.<ref>{{cite web|url=https://news.sky.com/story/woman-sucked-from-southwest-airlines-plane-died-of-blunt-trauma-11337298|title=Woman sucked from Southwest Airlines plane died of 'blunt trauma'|website=Sky News}}</ref>

Decompression incidents do not occur solely in aircraft; the [[Byford Dolphin]] accident is an example of violent explosive decompression of a [[saturation diving]] system on an [[Oil platform|oil rig]].  A decompression event is often the result of a failure caused by another problem (such as an explosion or mid-air collision), but the decompression event may worsen the initial issue.

{| class="wikitable sortable"
|-
! Event
! Date
! Pressure vessel
! Event type
! Fatalities/number on board
! Decompression type
! Cause
|-
|Pan Am Flight 201
|1952
|[[Boeing 377 Stratocruiser]]
|Accident
|1/27
|Explosive decompression
|Passenger door blew out after lock failure<ref>{{cite web|url=https://aviation-safety.net/database/record.php?id=19520727-1|title=ASN Aircraft accident Boeing 377 Stratocruiser 10-26 N1030V Rio de Janeiro, RJ|access-date=December 22, 2021}}</ref>
|-
| [[BOAC Flight 781]]
| 1954
| [[de Havilland Comet|de Havilland Comet 1]]
| Accident
| {{ntsh|035}}35/35
| Explosive decompression
| Metal fatigue
|-
| [[South African Airways Flight 201]]
| 1954
| [[de Havilland Comet|de Havilland Comet 1]]
| Accident
| {{ntsh|021}}21/21
| Explosive decompression<ref>{{cite book
 |title=When technology fails: Significant technological disasters, accidents, and failures of the twentieth century
 |author=Neil Schlager
 |year=1994
 |publisher=Gale Research
 |access-date=2008-07-28|isbn=0-8103-8908-8
 |url=https://books.google.com/books?id=DH5RAAAAMAAJ }}</ref>
| Metal fatigue
|-
| [[1956 Grand Canyon mid-air collision|TWA Flight 2]]
| 1956
| [[Lockheed Constellation|Lockheed L-1049 Super Constellation]]
| Accident
| {{ntsh|070}}70/70
| Explosive decompression
| [[Mid-air collision]]
|-
|[[American Airlines]] Flight 87
|1957
|[[Douglas DC-7]]
|Accident
|0/46
|Explosive decompression
|Propeller blade separated and hit fuselage<ref>{{Cite web |title=ASN Aircraft accident Douglas DC-7 N316AA Memphis, TN |url=https://aviation-safety.net/database/record.php?id=19570305-2 |access-date=2023-01-23 |website=aviation-safety.net}}</ref>
|-
|[[Air France]] F-BGNE
|1957
|[[Lockheed Constellation|Lockheed Super Constellation]]
|Accident
|{{ntsh|001}}1/?
|Explosive decompression
|Window shattered at {{convert|18,000|ft|m}}<ref>{{cite web|title=(Untitled)|url=http://www.planecrashinfo.com/1957/1957-21.htm|access-date=February 2, 2022}}</ref>
|-
| [[Continental Airlines Flight 11]]
| 1962
| [[Boeing 707-100]]
| Bombing
| {{ntsh|045}}45/45
| Explosive decompression
| Insurance fraud suicide bomb
|-
|[[Aerolíneas Argentinas|Aerolineas Argentinas]] Flight 737
|1962
|[[Hawker Siddeley HS 748|Avro 748-105 Srs. 1]]
|Accident
|1/34
|Explosive decompression
|Aft left passenger door separated from airplane<ref>{{Cite web|last=Ranter|first=Harro|title=ASN Aircraft accident Avro 748-105 Srs. 1 LV-HHB Saladas, CR|url=https://aviation-safety.net/database/record.php?id=19620830-0|access-date=2022-02-17|website=aviation-safety.net}}</ref>
|-
| [[Pyotr Dolgov|Volsk parachute jump accident]]
| 1962
| [[Pressure suit]]
| Accident
| {{ntsh|001}}1/1
| Rapid decompression
| Collision with gondola upon jumping from balloon 
|-
|[[Cambrian Airways]] G-AMON
|1964
|[[Vickers Viscount|Vickers 701 Viscount]]
|Accident
|0/63
|Explosive decompression
|Propeller blade separated and hit fuselage<ref>{{Cite web |title=ASN Aircraft accident Vickers 701 Viscount G-AMON Barcelona |url=https://aviation-safety.net/database/record.php?id=19640523-0 |access-date=2023-01-23 |website=aviation-safety.net}}</ref>
|-
| [[Nick Piantanida|Strato Jump III]]
| 1966
| Pressure suit
| Accident
| {{ntsh|001}}1/1
| Rapid decompression
| Pressure suit failure<ref>{{cite book|url=https://books.google.com/books?id=ng9i5IMtlpsC&pg=PA38|page=38|title=Disasters and Accidents in Manned Spaceflight|first=David|last=Shayler|publisher=Springer|year=2000|isbn=1852332255}}</ref>
|-
| [[Apollo program]] [[space suit|spacesuit]] testing accident
| 1966
| [[Apollo/Skylab A7L|Apollo A7L spacesuit]] (or possibly a prototype of it)
| Accident
| {{ntsh|0}}0/1
| Rapid decompression
| Oxygen line coupling failure<ref>{{Citation|date=January 6, 1967|title=Two MSC Employees Commended For Rescue in Chamber Emergency|periodical=Space News Roundup|volume=6|issue=6|publisher=Public Affairs Office of the [[NASA|National Aeronautics and Space Administration]] [[Lyndon B. Johnson Space Center#Apollo program|Manned Spacecraft Center]]|page=[https://historycollection.jsc.nasa.gov/JSCHistoryPortal/history/roundups/issues/67-01-06.pdf#page=3 3]|url=https://historycollection.jsc.nasa.gov/JSCHistoryPortal/history/roundups/issues/67-01-06.pdf|access-date=July 7, 2012|quote=...the suit technician who was inside the eight-foot [{{cvt|8|ft|cm|disp=out}}] altitude chamber, lost consciousness when his Apollo suit lost pressure when an oxygen line let go. The chamber was at approximately 150,000 [equivalent] feet [{{cvt|150000|ft|m|disp=out}}] at the time of the accident...}}</ref>
|-
|[[Northeast Airlines]] N8224H
|1967
|[[Douglas DC-6|Douglas DC-6B]]
|Accident
|0/14
|Explosive decompression
|Fuselage cracked open from fatigue<ref>{{Cite web |title=ASN Aircraft accident Douglas DC-6B N8224H Holmdel, NJ |url=https://aviation-safety.net/database/record.php?id=19670224-0 |access-date=2023-01-23 |website=aviation-safety.net}}</ref>
|-
|[[United States Air Force|USAF]] 59-0530
|1970
|[[Douglas C-133 Cargomaster|Douglas C-133B Cargomaster]]
|Accident
|5/5
|Explosive decompression
|Existing crack expanded, leading to fuselage failure<ref>{{Cite web |title=ASN Aircraft accident Douglas C-133B Cargomaster 59-0530 Palisade, NE |url=https://aviation-safety.net/database/record.php?id=19700206-1 |access-date=2023-01-23 |website=aviation-safety.net}}</ref>
|-
| [[Hughes Airwest Flight 706]]
| 1971
| [[McDonnell Douglas DC-9-31]]
| Accident
| {{ntsh|049}}49/49
| Explosive decompression
| Mid-air Collision
|-
| [[Soyuz 11#Death of crew|Soyuz 11 re-entry]]
| 1971
| [[Soyuz spacecraft]]
| Accident
| {{ntsh|003}}3/3
| Rapid decompression
| Pressure equalisation valve damaged by faulty pyrotechnic separation charges<ref>{{cite book|url=https://books.google.com/books?id=EbDGMiXvdG0C&pg=PA306|pages=305–306|title=Salyut – The First Space Station: Triumph and Tragedy|first=Grujica S.|last=Ivanovich|publisher=Springer|year=2008|isbn=978-0387739731}}</ref>
|-
| [[British European Airways Flight 706 (1971)|BEA Flight 706]]
| 1971
| [[Vickers Vanguard]]
| Accident
| {{ntsh|063}}63/63
| Explosive decompression
| Structural failure of rear pressure bulkhead due to corrosion
|-
| [[JAT Flight 367]]
| 1972
| [[Douglas DC-9-34|McDonnell Douglas DC-9-32]]
| Terrorist bombing
| {{ntsh|027}}27/28
| Explosive decompression
| Bomb explosion in cargo hold
|-
| [[American Airlines Flight 96]]
| 1972
| [[McDonnell Douglas DC-10|Douglas DC-10-10]]
| Accident
| {{ntsh|0}}0/67
| Rapid decompression<ref>{{cite web
  | title = Aircraft accident report: American Airlines, Inc. McDonnell Douglas DC-10-10, N103AA. Near Windsor, Ontario, Canada. June 12, 1972.
  | publisher = [[National Transportation Safety Board]]
  | date = 1973-02-28
  | url = http://libraryonline.erau.edu/online-full-text/ntsb/aircraft-accident-reports/AAR73-02.pdf
  | access-date = 2009-03-22 }}
</ref>
| Cargo door failure
|-
|[[Aeroflot Flight 109]]
|1973
|[[Tupolev Tu-104|Tuploev Tu-104B]]
|Bombing
|81/81
|Explosive decompression
|Hijacker detonated explosive<ref>{{Cite web |title=ASN Aircraft accident Tupolev Tu-104B CCCP-42379 Chita |url=https://aviation-safety.net/database/record.php?id=19730518-0 |access-date=2023-01-23 |website=aviation-safety.net}}</ref>
|-
| [[National Airlines Flight 27]]
| 1973
| [[McDonnell Douglas DC-10|Douglas DC-10-10]]
| Accident
| {{ntsh|001}}1/128
| Explosive decompression<ref>{{cite web|url=http://www.everything2.com/title/explosive%2520decompression |title=explosive decompression |website=Everything2.com |access-date=2017-08-08}}</ref>
| Uncontained engine failure
|-
| [[Turkish Airlines Flight 981]]
| 1974
| [[McDonnell Douglas DC-10|Douglas DC-10-10]]
| Accident
| {{ntsh|346}}346/346
| Explosive decompression<ref>{{cite web
 |url=http://www.faa.gov/about/media/b-chron.pdf
 |title=FAA historical chronology, 1926–1996
 |publisher=[[Federal Aviation Administration]]
 |date=2005-02-18
 |access-date=2008-07-29 |archive-url = https://web.archive.org/web/20080624211236/http://www.faa.gov/about/media/b-chron.pdf <!-- Bot retrieved archive --> |archive-date = 2008-06-24}}</ref>
| Cargo door failure
|-
|USAF (registration unknown)
|1974
|[[Boeing KC-135 Stratotanker]]
|Accident
|1/33
|Explosive decompression
|Small window broke at 35,000 feet<ref>{{Cite web |title=ASN Aircraft accident Boeing KC-135 Stratotanker registration unknown Fort Nelson, BC |url=https://aviation-safety.net/database/record.php?id=19740305-2 |access-date=2023-01-23 |website=aviation-safety.net}}</ref>
|-
| [[TWA Flight 841 (1974)|TWA Flight 841]]
| 1974
| [[Boeing 707]]-331B
| Terrorist bombing
| {{ntsh|088}}88/88
| Explosive decompression
| Bomb explosion in cargo hold
|-
| [[1975 Tân Sơn Nhứt C-5 accident]]
| 1975
| [[Lockheed C-5 Galaxy]]
| Accident
| {{ntsh|138}}138/314
| Explosive decompression
| Improper maintenance of rear doors, cargo door failure
|-
| [[1976 Zagreb mid-air collision|British Airways Flight 476]]
| 1976
| [[Hawker Siddeley Trident|Hawker Siddeley Trident 3B]]
| Accident
| {{ntsh|063}}63/63
| Explosive decompression
| Mid-air collision
|-
| [[Korean Air Lines Flight 902]]
| 1978
| [[Boeing 707|Boeing 707-320B]]
| Shootdown
| {{ntsh|002}}2/109
| Explosive decompression
| Shootdown after straying into [[prohibited airspace]] over the [[Soviet Union]]
|-
|[[Air Canada]] Flight 680
|1979
|[[McDonnell Douglas DC-9|McDonnell Douglas DC-9-32]]
|Accident
|0/45
|Explosive decompression
|Fuselage tore open from fatigue<ref>{{Cite web |title=ASN Aircraft accident McDonnell Douglas DC-9-32 CF-TLU Boston, MA |url=https://aviation-safety.net/database/record.php?id=19790917-0 |access-date=2023-01-23 |website=aviation-safety.net}}</ref>
|-
| [[Itavia Flight 870]]
| 1980
| [[McDonnell Douglas DC-9-15]]
| Bombing or Shootdown (Disputed)
| {{ntsh|081}}81/81
| Explosive decompression
| Mid-air breakup due to explosion in the cabin (Cause of explosion disputed)
|-
| [[Saudia Flight 162]]
| 1980
| [[Lockheed L-1011 TriStar]]
| Accident
| {{ntsh|002}}2/292
| Explosive decompression
| Tyre blowout
|-
| [[Far Eastern Air Transport Flight 103]]
| 1981
| [[Boeing 737|Boeing 737-222]]
| Accident
| {{ntsh|110}}110/110
| Explosive decompression
| Severe [[corrosion]] and metal fatigue
|-
| [[British Airways Flight 009]]
| 1982
| [[Boeing 747|Boeing 747-200]]
| Accident
| {{ntsh|0}}0/263
| Gradual decompression
| Engine flameout due to volcanic ash ingestion
|-
| [[Reeve Aleutian Airways Flight 8]]
| 1983
| [[Lockheed L-188 Electra]]
| Accident
| {{ntsh|0}}0/15
| Rapid decompression
| Propeller failure and collision with fuselage
|-
| [[Korean Air Lines Flight 007]]
| 1983
| [[Boeing 747|Boeing 747-200B]]
| Shootdown
| {{ntsh|269}}269/269
| Rapid decompression<ref name="AAR">{{cite book|url=https://books.google.com/books?id=l5U1YwUMAJ4C|title=Aircraft Accident Reconstruction and Litigation|author1=Brnes Warnock McCormick |author2=M. P. Papadakis |author3=Joseph J. Asselta |publisher=Lawyers & Judges Publishing Company|year=2003|access-date=2008-09-05|isbn=1-930056-61-3}}</ref><ref>{{cite book|title=Black Box|author=Alexander Dallin|url=https://archive.org/details/blackboxkal007su00dall|url-access=registration|year=1985|access-date=2008-09-06|publisher=University of California Press|isbn=0-520-05515-2}}</ref>
| Intentionally fired [[air-to-air missile]] after aircraft strayed into [[prohibited airspace]] over the [[Soviet Union]]<ref>United States Court of Appeals for the Second Circuit Nos. 907, 1057 August Term, 1994  (Argued: April 5, 1995 Decided: July 12, 1995, Docket Nos. 94–7208, 94–7218</ref>
|-
|[[Gulf Air Flight 771]]
|1983
|[[Boeing 737|Boeing 737-200]]
|Terrorist bombing
|{{ntsh|112}}112/112
|Explosive decompression
|Bomb explosion in cargo hold
|-
| [[Byford Dolphin#Diving bell accident|Byford Dolphin accident]]
| 1983
| [[Byford Dolphin|Diving bell]]
| Accident
| {{ntsh|005}}5/6
| Explosive decompression
| [[Human error]], no [[fail-safe]] in the design
|-
| [[Air India Flight 182]]
| 1985
| [[Boeing 747|Boeing 747-200B]]
| Terrorist bombing
| {{ntsh|329}}329/329
| Explosive decompression
| Bomb explosion in cargo hold
|-
| [[Japan Airlines Flight 123]]
| 1985
| [[Boeing 747]]SR
| Accident
| {{ntsh|520}}520/524
| Explosive decompression
| Delayed structural failure of the rear pressure bulkhead following improper repairs
|-
| [[Space Shuttle Challenger disaster#Cause and time of death|Space Shuttle ''Challenger'' disaster]]
| 1986
| [[Space Shuttle Challenger|Space Shuttle ''Challenger'']]
| Accident
| {{ntsh|007}}7/7
| Gradual or rapid decompression
| Breach in [[Space Shuttle Solid Rocket Booster|solid rocket booster]] O-ring, leading to damage from escaping superheated gas and eventual disintegration of launch vehicle
|-
| Pan Am Flight 125
| 1987
| [[Boeing 747|Boeing 747-121]]
| Incident
| {{ntsh|0}}0/245
| Rapid decompression
| Cargo door malfunction
|-
| [[LOT Polish Airlines Flight 5055]]
| 1987
| [[Ilyushin Il-62]]M
| Accident
| {{ntsh|183}}183/183
| Rapid decompression
| Uncontained engine failure
|-
| [[Aloha Airlines Flight 243]]
| 1988
| [[Boeing 737|Boeing 737-200]]
| Accident
| {{ntsh|001}}1/95
| Explosive decompression<ref>{{cite web
 |url=http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgFinalRule.nsf/0/ceabe3247fab85f886256c8b0058461c!OpenDocument
 |title=Aging airplane safety
 |date=2002-12-02
 |access-date=2008-07-29
 |publisher=[[Federal Aviation Administration]]
 |archive-date=2009-02-02
 |archive-url=https://web.archive.org/web/20090202143725/http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgFinalRule.nsf/0/ceabe3247fab85f886256c8b0058461c!OpenDocument
 |url-status=dead
 }}</ref>
| Metal fatigue
|-
| [[Iran Air Flight 655]]
| 1988
| [[Airbus A300|Airbus A300B2-203]]
| Shootdown
| {{ntsh|290}}290/290
| Explosive decompression
| Intentionally fired surface-to-air missiles from the [[USS Vincennes (CG-49)|USS ''Vincennes'']]
|-
| [[Pan Am Flight 103]]
| 1988
| [[Boeing 747|Boeing 747-100]]
| Terrorist bombing
| {{ntsh|259}}259/259
| Explosive decompression
| Bomb explosion in cargo hold
|-
| [[United Airlines Flight 811]]
| 1989
| [[Boeing 747|Boeing 747-122]]
| Accident
| {{ntsh|009}}9/355
| Explosive decompression
| Cargo door failure
|-
| [[Partnair Flight 394]]
| 1989
| [[Convair CV-580]]
| Accident
| {{ntsh|55}}55/55
| Explosive decompression
| Rudder malfunction due to maintenance error, leading to loss of control and in-flight breakup
|-
| [[UTA Flight 772]]
| 1989
| [[McDonnell Douglas DC-10|Douglas DC-10-30]]
| Terrorist bombing
| {{ntsh|170}}170/170
| Explosive decompression
| Bomb explosion in cargo hold
|-
| [[Avianca Flight 203]]
| 1989
| [[Boeing 727]]-21
| Terrorist bombing
| {{ntsh|107}}107/107
| Explosive decompression
| Bomb explosion igniting vapours in an empty fuel tank
|-
| [[British Airways Flight 5390]]
| 1990
| [[BAC One-Eleven]]
| Incident
| {{ntsh|0}}0/87
| Rapid decompression<ref>{{cite web
 |url         = http://www.caa.co.uk/docs/33/cap718.pdf
 |title       = Human factors in aircraft maintenance and inspection
 |publisher   = [[Civil Aviation Authority]]
 |date        = 2005-12-01
 |access-date  = 2008-07-29
 |url-status   = dead
 |archive-url  = https://web.archive.org/web/20081030015241/http://www.caa.co.uk/docs/33/cap718.pdf
 |archive-date = 2008-10-30
}}</ref>
| Cockpit windscreen failure
|-
| [[Copa Airlines Flight 201]]
| 1992
| [[Boeing 737-200 Advanced]]
| Accident
| {{ntsh|47}}47/47
| Explosive decompression
| Spatial disorientation leading to steep dive and mid-air breakup
|-
| [[China Northwest Airlines Flight 2303]]
| 1994
| [[Tupolev Tu-154|Tupolev TU-154]]M
| Accident
| {{ntsh|160}}160/160
| Explosive decompression
| Improper maintenance
|-
| [[Delta Air Lines]] Flight 157
| 1995
| [[Lockheed L-1011 TriStar]]
| Accident
| {{ntsh|0}}0/236
| Rapid decompression
| Structural failure of the bulkhead following inadequate inspection of the airframe<ref>{{cite web|url = https://aviation-safety.net/database/record.php?id=19950823-0|title = Accident Description|publisher = [[Aviation Safety Network]]|date = 1995-08-23|access-date = 2020-06-08}}</ref>
|-
| [[TWA Flight 800]]
| 1996
| [[Boeing 747|Boeing 747-100]]
| Accident
| {{ntsh|230}}230/230
| Explosive decompression
| Vapour explosion in fuel tank
|-
| [[Progress M-34#Collision|Progress M-34 docking test]]
| 1997
| ''[[Spektr]]'' space station module
| Accident
| {{ntsh|0}}0/3
| Rapid decompression
| Collision while in orbit
|-
| [[LATAM Brasil#Incidents and accidents|TAM Airlines]] Flight 283
| 1997
| [[Fokker 100]]
| Bombing
| {{ntsh|001}}1/60
| Explosive decompression
| Bomb explosion<ref name=":0" />
|-
|[[SilkAir Flight 185]]
| 1997
|[[Boeing 737 Classic|Boeing 737-300]]
| (Disputed)
|{{ntsh|104}}104/104
| Explosive decompression
| Steep dive and mid-air breakup (Cause of crash disputed)
|-
| [[Lionair Flight 602]]
| 1998
| [[Antonov An-24]]RV
| Shootdown
| {{ntsh|055}}55/55
| Rapid decompression
| Probable [[Man-portable air-defense systems|MANPAD]] shootdown
|-
| [[1999 South Dakota Learjet crash]]
| 1999
| [[Learjet 35/36|Learjet 35]]
| Accident
| {{ntsh|006}}6/6
| Gradual or rapid decompression
| (Undetermined)
|-
| [[EgyptAir Flight 990]]
| 1999
| [[Boeing 767-300ER]]
| (Disputed) <ref>{{cite web | url=https://www.imdb.com/title/tt0762712/ | title=Death and Denial | website=[[IMDb]] }}</ref>
| {{ntsh|217}}217/217
| Explosive decompression
| Uncontrollable dive leading to mid-air breakup (Cause of crash disputed)
|-
| [[2000 Australia Beechcraft King Air crash]]
| 2000
| [[Beechcraft Super King Air]]
| Accident
| {{ntsh|008}}8/8
| Gradual decompression
| Inconclusive; likely pilot error or mechanical failure<ref>Australian Transport Safety Bureau 2001, p. 26.</ref>
|-
|American Airlines Flight 1291
|2000
|[[Airbus A300|Airbus A300-600]]R
|Accident
|{{ntsh|008}}1/133
|Rapid decompression
|Cabin outflow valve malfunction.<ref>{{cite web |last=Ranter |first=Harro |title=Accident Airbus A300B4-605R N14056, 20 Nov 2000 |url=https://www.aviation-safety.net/wikibase/190686 |access-date=2021-11-17 |website=www.aviation-safety.net |publisher=[[Aviation Safety Network]]}}</ref>
|-
| [[Hainan Island incident]]
| 2001
| [[Lockheed EP-3]]
| Accident
| {{ntsh|1}}1/25
| Rapid decompression
| Mid-air collision
|-
| [[TAM Airlines Flight 9755]]
| 2001
| [[Fokker 100]]
| Accident
| {{ntsh|001}}1/88
| Rapid decompression
| Uncontained engine failure<ref name=":0">{{cite web|url=http://www.airsafe.com/events/airlines/tam.htm|title=Fatal Events Since 1970 for Transportes Aéreos Regionais (TAM)|publisher=airsafe.com|access-date=2010-03-05}}</ref>
|-
| [[China Airlines Flight 611]]
| 2002
| [[Boeing 747|Boeing 747-200B]]
| Accident
| {{ntsh|225}}225/225
| Explosive decompression
| Metal fatigue
|-
| [[2003 Ukrainian Cargo Airways Il-76 accident]]
| 2003
| [[Ilyushin Il-76]]
| Accident
| Unknown{{efn|The number of passengers aboard Ilyushin Il-76 ranged from 160 to 350+. Depending on the source there were 17 to 200 survivors.}}
| Explosive decompression
| Rear loading ramp disintegration from aircraft while cruising leading to explosive decompression 
|-
| [[Space Shuttle Columbia disaster|Space Shuttle ''Columbia'' disaster]]
| 2003
| [[Space Shuttle Columbia|Space Shuttle ''Columbia'']]
| Accident 
| {{ntsh|007}}7/7
| Explosive decompression<ref>{{cite web|title=Columbia Crew Survival Investigation Report|url=http://www.nasa.gov/pdf/298870main_SP-2008-565.pdf|website=NASA.gov|pages=2–90|year=2008|quote=The 51-L Challenger accident investigation showed that the Challenger CM remained intact and the crew was able to take some immediate actions after vehicle breakup, although the loads experienced were  much higher as a result of the aerodynamic loads (estimated at 16 G to 21 G).5  The Challenger crew became  incapacitated quickly and could not complete activation of all breathing air systems, leading to the conclusion that an incapacitating cabin depressurization occurred. By comparison, the Columbia crew experienced  lower loads (~3.5 G) at the CE. The fact that none of the crew members lowered their visors strongly  suggests that the crew was incapacitated after the CE by a rapid depressurization.  Although no quantitative conclusion can be made regarding the cabin depressurization rate, it is probable  that the cabin depressurization rate was high enough to incapacitate the crew in a matter of seconds. Conclusion L1-5. The depressurization incapacitated the crew members so rapidly that they were not able to lower their helmet visors.}}</ref>
| Damage to orbiter [[Space Shuttle thermal protection system|thermal protection system]] at liftoff, leading to disintegration during reentry
|-
|[[Pinnacle Airlines Flight 3701]]
|2004
|[[Bombardier CRJ100/200|Bombardier CRJ-200]]
|Accident
|{{ntsh|002}}2/2
|Gradual decompression
|Engine flameout caused by pilot error 
|-
|[[Helios Airways Flight 522]]
| 2005
|[[Boeing 737 Classic|Boeing 737-300]]
| Accident
|{{ntsh|121}}121/121
| Gradual decompression
| Pressurization system set to manual for the entire flight<ref>{{cite web|url=http://www.moi.gov.cy/moi/pio/pio.nsf/All/F15FBD7320037284C2257204002B6243/$file/FINAL%20REPORT%205B-DBY.pdf|title=Aircraft Accident Report – Helios Airways Flight HCY522 Boeing 737-31S at Grammatike, Hellas on 14 August 2005|publisher=Hellenic Republic Ministry Of Transport & Communications: Air Accident Investigation & Aviation Safety Board|date=Nov 2006|access-date=2009-07-14|archive-date=2011-06-05|archive-url=https://web.archive.org/web/20110605120004/http://www.moi.gov.cy/moi/pio/pio.nsf/All/F15FBD7320037284C2257204002B6243/$file/FINAL%20REPORT%205B-DBY.pdf|url-status=dead}}</ref>
|-
| [[Alaska Airlines]] Flight 536
| 2005
| [[McDonnell Douglas MD-80]]
| Incident
| {{ntsh|0}}0/142
| Rapid decompression
| Failure of operator to report collision involving a [[Ground support equipment|baggage loading cart]] at the departure gate<ref>{{cite web |url=http://investigativereportingworkshop.org/flying-cheap/incident/20051229X02026/1/ |title=Airline Accident: Accident – Dec. 26, 2005 – Seattle, Wash. |website=Investigative Reporting Workshop |access-date=2017-08-08 |archive-url=https://web.archive.org/web/20180120223757/http://investigativereportingworkshop.org/flying-cheap/incident/20051229X02026/1/ |archive-date=2018-01-20 |url-status=dead }}</ref>
|-
| [[Adam Air Flight 574]]
| 2007
| [[Boeing 737 Classic|Boeing 737-400]]
| Accident
| {{ntsh|102}}102/102
| Explosive decompression
| Spatial disorientation leading to steep dive and mid-air breakup
|-
| [[Qantas Flight 30]]
| 2008
| [[Boeing 747-400]]
| Incident
| {{ntsh|0}}0/365
| Rapid decompression<ref name="ATSB_200824">{{cite press release
  | title = Qantas Boeing 747-400 depressurisation and diversion to Manila on 25 July 2008
  | publisher = [[Australian Transport Safety Bureau]]
  | date = 2008-07-28
  | url = http://www.atsb.gov.au/newsroom/2008/release/2008_24.aspx
  | access-date = 2008-07-28
  | archive-date = 2008-08-03
  | archive-url = https://web.archive.org/web/20080803154036/http://www.atsb.gov.au/newsroom/2008/release/2008_24.aspx
  | url-status = dead
  }}</ref>
| Fuselage ruptured by [[Oxygen tank|oxygen cylinder]] explosion
|-
| [[Southwest Airlines Flight 2294]]
| 2009
| [[Boeing 737 Classic|Boeing 737-300]]
| Incident
| {{ntsh|0}}0/131
| Rapid decompression
| Metal fatigue<ref>{{cite news|url=http://news.bbc.co.uk/2/hi/americas/8150346.stm|title=Hole in US plane forces landing|date=2009-07-14|access-date=2009-07-15|publisher=BBC News}}</ref>
|-
| [[Southwest Airlines Flight 812]]
| 2011
| [[Boeing 737 Classic|Boeing 737-300]]
| Incident
| {{ntsh|0}}0/123
| Rapid decompression
| Metal fatigue<ref>{{cite news| url=https://www.foxnews.com/us/southwest-jet-had-pre-existing-fatigue/ | work=Fox News | title=Southwest Jet Had Pre-existing Fatigue | date=2011-04-03}}</ref>
|-
| [[Malaysia Airlines Flight 17]]
| 2014
| [[Boeing 777-200ER]]
| Shootdown
| {{ntsh|298}}298/298
| Explosive decompression 
| Shot down over Ukraine  
|-
| [[Daallo Airlines Flight 159]]
| 2016
| [[Airbus A321]]
| Terrorist bombing
| {{ntsh|001}}1/81
| Explosive decompression
| Bomb explosion in passenger cabin<ref>{{Cite web|url=http://www.jacdec.de/2016/02/02/2016-02-02-daallo-airlines-a321-damaged-by-explosion-at-mogadishu/|title=2016-02-02 Daallo Airlines A321 damaged by explosion at Mogadishu » JACDEC|website=www.jacdec.de|language=de-DE|access-date=2018-08-05}}</ref>
|-
| [[Southwest Airlines Flight 1380]]
| 2018
| [[Boeing 737-700]]
| Accident
| {{ntsh|001}}1/148
| Rapid decompression
| Uncontained engine failure caused by metal fatigue<ref>{{cite web|url=https://www.swamedia.com/releases/release-de080387b716f7f68a21d1f86491d2a4-initial-statement-southwest-airlines-flight-1380|title=Southwest Flight 1380 Statement #1 – Issued 11:00 a.m. CT|website=Southwest Airlines Newsroom|date=17 April 2018 }}</ref><ref>{{cite web|url=https://www.cnn.com/us/live-news/southwest-flight-emergency/index.html|title=Southwest flight suffers jet engine failure: Live updates|date=17 April 2018|website=www.cnn.com}}</ref>
|-
|[[Sichuan Airlines Flight 8633]]
|2018
|[[Airbus A319|Airbus A319-100]]
|Accident
|{{ntsh|0}}0/128
|Explosive decompression
|Cockpit windscreen failure
|-
| [[2022 Baltic Sea Cessna Citation crash]]
| 2022
| [[Cessna Citation II]]
| Accident
| {{ntsh|0}}4/4
| Gradual decompression
| Under investigation
|-
| [[2023 Virginia Cessna Citation crash]]
| 2023
| [[Cessna Citation V]]
| Accident
| {{ntsh|0}}4/4
| Unknown decompression
| Inconclusive; possibly incomplete maintenance{{efn|While incomplete maintenance was a factor, the NTSB was unable to determine what could have caused the aircraft to depressurize.}}
|-
| [[Alaska Airlines Flight 1282]]
| 2024
| [[Boeing 737 MAX|Boeing 737 MAX 9]]
| Accident
| 0/177
| Explosive decompression
| Door plug failure; under investigation.<ref name="seattletimeshole">{{Cite news |last=Gates |first=Dominic |author-link=Dominic Gates |date=January 5, 2024 |title=Alaska Airlines grounds MAX 9s after door plug blows out on Portland flight |url=https://www.seattletimes.com/business/180-on-alaska-airlines-flight-safe-and-scared-in-portland-after-window-blows/ |url-status=live |archive-url=https://web.archive.org/web/20240107200534/https://www.seattletimes.com/business/180-on-alaska-airlines-flight-safe-and-scared-in-portland-after-window-blows/ |archive-date=January 7, 2024 |access-date=January 6, 2024 |work=The Seattle Times}}</ref>
|}

==Myths==
===A bullet through a window may cause explosive decompression===
In 2004, the TV show ''[[MythBusters]]'' examined whether explosive decompression occurs when a bullet is fired through the fuselage of an airplane [[MythBusters (2004 season)#Explosive Decompression|informally]] by way of several tests using a decommissioned pressurised DC-9. A single shot through the side or the window did not have any effect – it took actual explosives to cause explosive decompression – suggesting that the [[fuselage]] is designed to prevent people from being blown out.<ref>{{cite magazine|url=https://newsfeed.time.com/2011/04/05/southwests-scare-when-a-plane-decompresses-what-happens/|title=Southwest's Scare: When a Plane Decompresses, What Happens?|magazine=Time|author=Josh Sanburn|date=April 5, 2011|access-date=April 18, 2018}}</ref> Professional pilot David Lombardo states that a bullet hole would have no perceived effect on cabin pressure as the hole would be smaller than the opening of the aircraft's [[Cabin pressurization#Mechanics|outflow valve]].<ref>{{cite web|url=https://www.stuff.co.nz/travel/travel-troubles/103194084/the-deadly-result-when-a-large-hole-is-ripped-in-the-side-of-an-aircraft|title=The deadly result when a large hole is ripped in the side of an aircraft|work=www.stuff.co.nz|author=Michael Daly and Lorna Thornber|date=April 18, 2018|access-date=April 18, 2018}}</ref>

However, [[NASA]] scientist [[Geoffrey A. Landis]] points out that the impact depends on the size of the hole, which can be expanded by debris that is blown through it. Landis went on to say that "it would take about 100 seconds for pressure to equalise through a roughly {{convert|30.0|cm|in|abbr=on}} hole in the fuselage of a Boeing 747." He then stated that anyone sitting next to the hole would have about half a ton of force pulling them towards it.<ref>{{cite web|url=http://www.news.com.au/travel/travel-updates/incidents/how-could-a-passenger-get-sucked-out-of-a-plane-and-has-it-happened-before/news-story/ce94c6632b6f485fbccb05dd64b9bbee|title=How could a passenger get sucked out of a plane — and has it happened before?|work=www.news.com.au|author=Lauren McMah|date=April 18, 2018|access-date=April 18, 2018}}</ref> At least two confirmed cases have been documented of a person being blown through an airplane passenger window. The first [[National Airlines Flight 27|occurred in 1973]] when debris from an [[Turbine engine failure|engine failure]] struck a window roughly midway in the fuselage. Despite efforts to pull the passenger back into the airplane, the occupant was forced entirely through the cabin window.<ref name="auto2"/> The passenger's skeletal remains were eventually found by a construction crew, and were positively identified two years later.<ref name="auto1"/> The second incident occurred on April 17, 2018, when a woman on [[Southwest Airlines Flight 1380]] was partially blown through an airplane passenger window that had broken from a similar engine failure. Although the other passengers were able to pull her back inside, she later died from her injuries.<ref name="auto"/><ref name="nbcphiladelphia.com1"/><ref name="NYT on passenger"/> In both incidents, the plane landed safely with the sole fatality being the person seated next to the window involved.<!-- PLEASE AVOID INSERTING MORE POPULAR CULTURE REFERENCES UNLESS BACKED UP BY A SOURCE. SEE FURTHER AT Wikipedia:"In_popular_culture"_content --> Fictional accounts of this include a scene in [[Goldfinger (film)|''Goldfinger'']], when James Bond kills the eponymous villain by blowing him out a passenger window<ref>{{cite web|url=http://news.bbc.co.uk/2/hi/uk_news/3039583.stm|title=Guns, Goldfinger and sky marshals|author=Ryan Dilley|publisher=BBC|quote=It's not all fiction. If an airliner's window was shattered, the person sitting beside it would either go out the hole or plug it - which would not be comfortable.|date=May 20, 2003}}</ref> and ''[[Die Another Day]]'', when an errant gunshot shatters a window on a cargo plane and rapidly expands, causing multiple enemy officials, henchmen and the main villain to be sucked out to their deaths.

===Exposure to a vacuum causes the body to explode===
{{See also|Effect of spaceflight on the human body}}

This  [[Urban legend|persistent myth]] is based on a failure to distinguish between two types of decompression and their exaggerated portrayal in some [[fiction|fictional works]]. The first type of decompression deals with changing from normal atmospheric pressure (one [[Atmosphere (unit)|atmosphere]]) to a vacuum (zero atmosphere) which is usually centered around [[space exploration]]. The second type of decompression changes from exceptionally high pressure (many atmospheres) to normal atmospheric pressure (one atmosphere) as may occur in [[deep-sea diving]].

The first type is more common as pressure reduction from normal atmospheric pressure to a vacuum can be found in both space exploration and high-altitude [[aviation]]. Research and experience have shown that while [[Effect of spaceflight on the human body#Space environments|exposure to a vacuum]] causes swelling, [[skin|human skin]] is tough enough to withstand the drop of one [[atmosphere (unit)|atmosphere]].<ref name="Barratt">{{cite web|url=http://www.uh.edu/engines/epi2691.htm|title=No. 2691 THE BODY AT VACUUM|work=www.uh.edu|author=Michael Barratt|access-date=April 19, 2018|author-link=Michael Barratt (astronaut)}}</ref><ref name="Kruszelnicki">{{cite web|url=http://www.abc.net.au/science/articles/2005/04/07/1320013.htm|title=Exploding Body in Vacuum|publisher=[[ABC News (Australia)]]|author=Karl Kruszelnicki|date=April 7, 2005|access-date=April 19, 2018|author-link=Karl Kruszelnicki}}</ref> The most serious risk from vacuum exposure is [[Hypoxia (medical)|hypoxia]], in which the body is starved of [[oxygen]], leading to unconsciousness within a few seconds.<ref name="FAA" >{{cite web|title=Advisory Circular 61-107 |url=http://www.faa.gov/pilots/training/airman_education/media/AC%2061-107A.pdf|pages=table 1.1|publisher=[[FAA]] }}</ref><ref>{{cite book|title=Flight Surgeon's Guide|chapter-url=http://wwwsam.brooks.af.mil/af/files/fsguide/HTML/Chapter_02.html|chapter=2|publisher=[[United States Air Force]]|url-status=dead|archive-url=https://web.archive.org/web/20070316011544/http://wwwsam.brooks.af.mil/af/files/fsguide/HTML/Chapter_02.html|archive-date=2007-03-16}}</ref> Rapid uncontrolled decompression can be much more dangerous than vacuum exposure itself. Even if the victim does not hold their breath, venting through the windpipe may be too slow to prevent the fatal rupture of the delicate [[Pulmonary alveolus|alveoli]] of the [[lung]]s.<ref name="harding">{{Cite book | last1=Harding | first1=Richard M. | year=1989 | title=Survival in Space: Medical Problems of Manned Spaceflight | place=London | publisher=Routledge | isbn=0-415-00253-2 | url=https://archive.org/details/survivalinspacem0000hard }}</ref> [[Eardrum]]s and sinuses may also be ruptured by rapid decompression, and soft tissues may be affected by bruises seeping blood. If the victim somehow survived, the stress and shock would accelerate oxygen consumption, leading to hypoxia at a rapid rate.<ref name=czarnik>{{cite web |author=Czarnik, Tamarack R. |year=1999 |title=Ebullism at 1 Million Feet: Surviving Rapid/Explosive Decompressionn |url=http://www.geoffreylandis.com/ebullism.html |access-date=2009-10-26 }}</ref> At the extremely low pressures encountered at altitudes above about {{convert|63000|ft|m|-3}}, the boiling point of water becomes less than normal body temperature.<ref name="Barratt"/> This measure of altitude is known as the [[Armstrong limit]], which is the practical limit to survivable altitude without pressurization. Fictional accounts of bodies exploding due to exposure from a vacuum include, among others, several incidents in the movie ''[[Outland (film)|Outland]]'', while in the movie ''[[Total Recall (1990 film)|Total Recall]]'', characters appear to suffer effects of [[ebullism]] and blood boiling when exposed to the [[atmosphere of Mars]].

The second type is rare since it involves a pressure drop over several atmospheres, which would require the person to have been placed in a pressure vessel. The only likely situation in which this might occur is during decompression after deep-sea diving. A pressure drop as small as 100 Torr (13 kPa), which produces no symptoms if it is gradual, may be fatal if it occurs suddenly.<ref name="harding" /> [[Byford Dolphin#Incidents and accidents|One such incident]] occurred in 1983 in the [[North Sea]], where violent explosive decompression from nine atmospheres to one caused four divers to die instantly from massive and lethal [[barotrauma]].<ref>{{cite book|title=North Sea Divers – a Requiem|last=Limbrick|first=Jim|pages=168–170|location=[[Hertford]]|publisher=Authors OnLine|year=2001|isbn=0-7552-0036-5|url=https://books.google.com/books?id=lPp68NAoUF0C&pg=PA168}}</ref> Dramatized fictional accounts of this include a scene from the film ''[[Licence to Kill]]'', when a character's head explodes after his [[diving chamber|hyperbaric chamber]] is rapidly depressurized, and another in the film ''[[DeepStar Six]]'', wherein rapid depressurization causes a character to [[hemorrhage]] profusely before exploding in a similar fashion.

== See also ==
*{{annotated link|Decompression (altitude)}}
*{{annotated link|Decompression (diving)}}
*{{annotated link|Decompression (physics)}}
*{{annotated link|Time of useful consciousness}}

==Notes==
{{notelist}}

==References==
{{reflist|30em}}

==External links==
*[http://www.geoffreylandis.com/vacuum.html Human Exposure to Vacuum]
*[http://www.urban-astronomer.com/articles/questions-and-answers/will-an-astronaut-explode-if-he-takes-off-his-helmet Will an astronaut explode if he takes off his helmet?]

{{Underwater diving|divsaf}}

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[[Category:Mechanical failure modes]]
[[Category:Aviation accidents and incidents]]
[[Category:Aviation medicine]]
[[Category:Underwater diving medicine]]