Narrative:

I was the flying pilot. The aircraft had an MEL for the APU generator inoperative. The initial cruise altitude was FL310 based upon the APU MEL restriction. EICAS bleed 1 leak; annunciated climbing out of FL260.climbing out of 26;000 feet bleed 1 leak annunciated on the EICAS. We followed the QRH procedure and the EICAS message did not return and the bleed leak was isolated relatively quickly. We asked ATC for a lower altitude due to one pack operation. We were already limited to FL310 based upon the APU MEL. Coincidentally one pack operation is also limited to FL310. We had extra fuel on board with 2 alternates. The flight was planned at 31;000 feet due to an inoperative APU generator. We avoided icing conditions with no further bleed leak anomalies. During the initial cruise phase and after the QRH procedure was complete; the captain tried to contact dispatch but the ACARS was no communication and was displaying 'datalink timeout'. In the event we encountered icing conditions our plan was to divert to [a suitable alternate] where the weather was good. The captain called back to the flight attendants and advised them we may divert and to notify him immediately if they encountered any abnormal smells and that we had to shut down an air conditioning pack associated with a bleed air issue. The QRH procedure requires that you exit/avoid icing. We stayed out of icing conditions the entire time after we received the bleed 1 leak. This situation proved to be a very dynamic one due to the weather and the bleed leak as well as the APU generator inoperative and the ACARS showing 'no communication; data link timeout'. Total flight time scheduled for the leg was just under one hour so it was a busy leg. The airplane had an isolated bleed system with similar weather at our destination and two alternates. The captain and I followed the QRH procedure and discussed our options due to the weather in the [destination] area. We were prepared to divert should the ice detection light show up on the EICAS after the bleed leak was detected and isolated. Our fuel situation would have allowed us to divert to [the alternate] with plenty of fuel on deck. We landed with no further incident and the malfunction was entered in the logbook; and the aircraft was taken out of service. The captain and I discussed our options; and we as a crew stayed in the 'green' despite multiple anomalies occurring.

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Original NASA ASRS Text

Title: ERJ-190 First Officer reported being dispatched with the APU generator inoperative then receiving a BLEED LEAK 1 EICAS alert in climb.

Narrative: I was the flying pilot. The aircraft had an MEL for the APU generator inoperative. The initial cruise altitude was FL310 based upon the APU MEL restriction. EICAS BLEED 1 LEAK; annunciated climbing out of FL260.Climbing out of 26;000 feet BLEED 1 LEAK annunciated on the EICAS. We followed the QRH procedure and the EICAS message did not return and the bleed leak was isolated relatively quickly. We asked ATC for a lower altitude due to one pack operation. We were already limited to FL310 based upon the APU MEL. Coincidentally one pack operation is also limited to FL310. We had extra fuel on board with 2 alternates. The flight was planned at 31;000 feet due to an inoperative APU generator. We avoided icing conditions with no further bleed leak anomalies. During the initial cruise phase and after the QRH procedure was complete; the Captain tried to contact Dispatch but the ACARS was no communication and was displaying 'datalink timeout'. In the event we encountered icing conditions our plan was to divert to [a suitable alternate] where the weather was good. The Captain called back to the flight attendants and advised them we may divert and to notify him immediately if they encountered any abnormal smells and that we had to shut down an air conditioning pack associated with a bleed air issue. The QRH procedure requires that you exit/avoid icing. We stayed out of icing conditions the entire time after we received the BLEED 1 LEAK. This situation proved to be a very dynamic one due to the weather and the Bleed Leak as well as the APU generator inoperative and the ACARS showing 'no communication; data link timeout'. Total flight time scheduled for the leg was just under one hour so it was a busy leg. The airplane had an isolated bleed system with similar weather at our destination and two alternates. The Captain and I followed the QRH procedure and discussed our options due to the weather in the [destination] area. We were prepared to divert should the Ice Detection light show up on the EICAS after the bleed leak was detected and isolated. Our fuel situation would have allowed us to divert to [the alternate] with plenty of fuel on deck. We landed with no further incident and the malfunction was entered in the logbook; and the aircraft was taken out of service. The Captain and I discussed our options; and we as a crew stayed in the 'green' despite multiple anomalies occurring.

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.