Narrative:

During our arrival; at about 5;000 feet we selected the engine and wing anti ice systems on. When we did so; the bleed 1 off; bleed 2 off; and wing stabilizer inhibit cas messages illuminated; and we immediately began to lose cabin pressure at approximately 2;500 feet per minute. Since we were already at 5;000 feet and descending we did not perform any memory items for loss of pressurization; but we did run the associated QRH for the cas messages. After turning the bleed selector switches to off and waiting 1 minute; we turned them back to auto; and cabin pressurization was restored. Upon landing we notified maintenance. When we returned to the aircraft after it was returned to service; we noticed that the maintenance sign-off indicated that they had ops-checked the pneumatic system and then returned the aircraft to service. We called maintenance because this concerned us; and we were told that there is a known condition in the phenom that will cause a loss of pressurization if the wing anti-ice is selected on. Embraer has a fleet operations letter (fol) describing this condition; and the letter allows for the condition and says that no maintenance action is required; and that no discrepancy should be noted upon landing if the condition occurs in flight. The maintenance department and duty manager referenced this letter as a reason why no repairs were made. I was told over the phone that there is a permanent fix for this issue; but that they hadn't gotten around to fixing all the aircraft yet. I'm very surprised that embraer and our company would consider any known condition that causes a total pressurization failure to be acceptable to continue to operate the aircraft with. I'd suggest that we install the permanent fix as soon as possible; and ground any phenom's that don't have it installed in the meantime. I would also suggest that the company make its flight crews aware of the existence of this condition and what triggers it (anti-ice selected on with thrust levers at idle below 13;000 feet; according to the fol). To my knowledge; neither this condition nor the fol are available anywhere to the crews. Having a pressurization failure and a loss of wing anti-icing while in icing conditions could very easily be a much more serious scenario than what we encountered.

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Original NASA ASRS Text

Title: EMB505 flight crew experiences a dual bleed trip when the engine and wing anti ice systems are turned on descending through 5;000 feet. QRH procedures allow engine bleeds to be re-established after one minute and a normal landing ensues. Maintenance states this is a known condition in the Phenom that will cause a loss of pressurization if the Wing Anti-Ice is selected on with the thrust at idle below 13;000 feet. Embraer has a Fleet Operations Letter describing this condition and that no maintenance action is required.

Narrative: During our arrival; at about 5;000 feet we selected the engine and wing anti ice systems on. When we did so; the BLEED 1 OFF; BLEED 2 OFF; and WING STAB INHIBIT CAS messages illuminated; and we immediately began to lose cabin pressure at approximately 2;500 feet per minute. Since we were already at 5;000 feet and descending we did not perform any memory items for loss of pressurization; but we did run the associated QRH for the CAS messages. After turning the bleed selector switches to OFF and waiting 1 minute; we turned them back to auto; and cabin pressurization was restored. Upon landing we notified maintenance. When we returned to the aircraft after it was returned to service; we noticed that the maintenance sign-off indicated that they had ops-checked the pneumatic system and then returned the aircraft to service. We called maintenance because this concerned us; and we were told that there is a known condition in the Phenom that will cause a loss of pressurization if the wing anti-ice is selected on. Embraer has a Fleet Operations Letter (FOL) describing this condition; and the letter allows for the condition and says that no maintenance action is required; and that no discrepancy should be noted upon landing if the condition occurs in flight. The maintenance department and Duty Manager referenced this letter as a reason why no repairs were made. I was told over the phone that there is a permanent fix for this issue; but that they hadn't gotten around to fixing all the aircraft yet. I'm very surprised that Embraer and our company would consider ANY known condition that causes a total pressurization failure to be acceptable to continue to operate the aircraft with. I'd suggest that we install the permanent fix as soon as possible; and ground any Phenom's that don't have it installed in the meantime. I would also suggest that the company make its flight crews aware of the existence of this condition and what triggers it (anti-ice selected on with thrust levers at idle below 13;000 feet; according to the FOL). To my knowledge; neither this condition nor the FOL are available anywhere to the crews. Having a pressurization failure and a loss of wing anti-icing while in icing conditions could very easily be a much more serious scenario than what we encountered.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.