Narrative:

While enroute from ZZZ; we received an environmental control system (ecs) 1 valve fail cas in flight. Since I had recently experienced this malfunction on another phenom 300; I knew that it would aircraft on ground (aog) the aircraft and I contacted the company to inform them of the issue. I spoke with dispatch and the assistant chief pilot and they had us divert to ZZZ1 for maintenance. While enroute to ZZZ1; we received a phone call from our fleet chief pilot (cp) who informed my first officer that we were to divert to ZZZ2 and I was directed to call him upon arrival. Once we landed in ZZZ2; I contacted the cp who sent me an email describing the issue. I have included the email below. Also; because we changed destinations with ATC twice; ATC queried us multiple times as to the nature of our malfunction and souls and fuel on board. At no time did we [advise them of emergency condition] nor did we ever indicate that it was an issue that required any priority handling or assistance. The malfunction was written up as an aog.email from cp:'embraer has received reports of ecs 1(2) valve fail message spuriously; momentarily shown inflight during climb phase or at initial cruise phase after level off. Further investigation revealed that this message may be trigged due to a transitory flow reduction at the bleed lines; as consequence of internal water and ice accumulation. As the climb continues; the ice and water tends to evaporate from the system; resulting in the cas message being naturally extinguished. Pilots can avoid this effect by following the procedure as described on paragraph 1 below; or; alternately; to enhance the process of water evaporation; adjusting the temperature on the air conditioning control panel; as described on the paragraph 2:1 - as a preventive action; it is recommended to set the cockpit and cabin temperature to a minimum of 20degC (68degF) during the climb; which will minimize the water condensation; reducing the probability of the cas message being spuriously shown. After climb phase; air conditioning temperature can be set as required.2 - in case the cas message illuminates during the mentioned flight phases; it is recommended to set the cockpit and cabin temperatures to 25degC (77degF) for a maximum time of 1 minute or until the message extinguishes. This will accelerate the evaporation process and the cas message should extinguish within that time. After this period; the air conditioning temperature can be set as required and no maintenance action is needed. In case the message persists; refer to the applicable QRH procedure.'I have concerns with the fact that there is some expectation of understanding and compliance by pilots for a procedure that has not been disseminated and published in the form of a flight operations bulletin (fob) in the aircraft operating manual (aom). If this problem is indeed a spurious fault with the system then that information must be put into writing in the aom and direct the pilots as to the issue and how to handle it as an approved procedure.

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Original NASA ASRS Text

Title: EMB-300/505 flight crew observed a Crew Alerting System message for Environmental Control System Valve 1. They diverted and received an email from Chief Pilot with guidance on how to deal with this in the future. Pilot voiced concern that it wasn't companywide knowledge.

Narrative: While enroute from ZZZ; we received an Environmental Control System (ECS) 1 VALVE FAIL CAS in flight. Since I had recently experienced this malfunction on another Phenom 300; I knew that it would Aircraft on Ground (AOG) the aircraft and I contacted the company to inform them of the issue. I spoke with dispatch and the Assistant Chief Pilot and they had us divert to ZZZ1 for maintenance. While enroute to ZZZ1; we received a phone call from our fleet Chief Pilot (CP) who informed my First Officer that we were to divert to ZZZ2 and I was directed to call him upon arrival. Once we landed in ZZZ2; I contacted the CP who sent me an email describing the issue. I have included the email below. Also; because we changed destinations with ATC twice; ATC queried us multiple times as to the nature of our malfunction and souls and fuel on board. At no time did we [advise them of emergency condition] nor did we ever indicate that it was an issue that required any priority handling or assistance. The malfunction was written up as an AOG.Email from CP:'Embraer has received reports of ECS 1(2) VALVE FAIL message spuriously; momentarily shown inflight during climb phase or at initial cruise phase after level off. Further investigation revealed that this message may be trigged due to a transitory flow reduction at the bleed lines; as consequence of internal water and ice accumulation. As the climb continues; the ice and water tends to evaporate from the system; resulting in the CAS message being naturally extinguished. Pilots can avoid this effect by following the procedure as described on paragraph 1 below; or; alternately; to enhance the process of water evaporation; adjusting the temperature on the air conditioning control panel; as described on the paragraph 2:1 - As a preventive action; it is recommended to set the cockpit and cabin temperature to a minimum of 20degC (68degF) during the climb; which will minimize the water condensation; reducing the probability of the CAS message being spuriously shown. After climb phase; air conditioning temperature can be set as required.2 - In case the CAS message illuminates during the mentioned flight phases; it is recommended to set the cockpit and cabin temperatures to 25degC (77degF) for a maximum time of 1 minute or until the message extinguishes. This will accelerate the evaporation process and the CAS message should extinguish within that time. After this period; the air conditioning temperature can be set as required and no maintenance action is needed. In case the message persists; refer to the applicable QRH procedure.'I have concerns with the fact that there is some expectation of understanding and compliance by pilots for a procedure that has not been disseminated and published in the form of a Flight Operations Bulletin (FOB) in the Aircraft Operating Manual (AOM). If this problem is indeed a spurious fault with the system then that information must be put into writing in the AOM and direct the pilots as to the issue and how to handle it as an approved procedure.

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.