Narrative:

Taxiing in at ZZZ after turning the #2 engine off with the APU started and running then selecting the shed busses knob to override; the #2 engine bleed deselected; and turning the crossbleed knob to open; we lost the captain's mfd; first officer's pfd; first officer's mfd had a rex X displayed. Also all bleed systems and packs were lost as well as the nosewheel steering. Upon loss of the nosewheel steering; I stopped the aircraft on taxiway. We notified ground control that we had stopped because we lost our nosewheel steering and also we only had COM1 working with COM2 inoperative due to the electrical problem. Ground control asked us if we would like them to call our company operations. We asked ground if we could talk to them; and if we could leave the frequency while we contacted company. They said it was ok. After talking to operations and maintenance telling them the problem; they sent out maintenance and ramp personnel. After talking to maintenance; we asked if we should shut down the #1 engine. They advised us to keep it running until they showed up at the aircraft. When maintenance and ramp personnel showed up; we gave them the gear pins and then shut down the #1 engine. Ramp and maintenance personnel then towed us in to the gate. We deplaned under normal conditions. Callback conversation with reporter revealed the following information: the reporter stated this loss of power has been experienced by the reporter several times and most crews have experienced this type of incident on the embraer 135 and 145 aircraft. On landing; the auxiliary power unit is started and the right engine is shut down for fuel savings. The pneumatic cross bleed is opened and the shedding busses knob is switched to override and after a one minute delay the auxiliary power unit is then switched on to power the right bus. At this time all electrical power then fails; leaving only the emergency bus. Complete loss of cockpit displays; right and left packs and nose steering is lost. Maintenance advises there is no known procedure for restoring power other than shutting everything down and repowering. There is also no flight operations manual procedure for restoring power and fortunately this anomaly has only happened on the ground; but can be a serious problem while in a turn. Maintenance believes the problem is in the I C 600 computer which controls electrical bus switching and electrical controls. Callback conversation with reporter acn 658075: the reporter stated the loss of power when switching the auxiliary power unit on to power the main busses on the ground after the right engine is shut down is a known anomaly on the embraer 134 and 145 aircraft. This is the first time this has happened to the reporter; but the captain has experienced several of these incidents. Maintenance believes the problem is in the I C computer; which controls the electrical power switching.

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Original NASA ASRS Text

Title: EMB135 FLT CREW RPT CHRONIC ELECTRICAL POWER LOSS PROB DURING SINGLE ENG TAXI WITH THE APU RUNNING; WHEN ONE ENG IS SHUT DOWN; THE ACFT LOSES ALL ELECTRICAL POWER TO INCLUDE NOSEWHEEL STEERING.

Narrative: TAXIING IN AT ZZZ AFTER TURNING THE #2 ENG OFF WITH THE APU STARTED AND RUNNING THEN SELECTING THE SHED BUSSES KNOB TO OVERRIDE; THE #2 ENG BLEED DESELECTED; AND TURNING THE CROSSBLEED KNOB TO OPEN; WE LOST THE CAPT'S MFD; FO'S PFD; FO'S MFD HAD A REX X DISPLAYED. ALSO ALL BLEED SYSTEMS AND PACKS WERE LOST AS WELL AS THE NOSEWHEEL STEERING. UPON LOSS OF THE NOSEWHEEL STEERING; I STOPPED THE ACFT ON TXWY. WE NOTIFIED GND CTL THAT WE HAD STOPPED BECAUSE WE LOST OUR NOSEWHEEL STEERING AND ALSO WE ONLY HAD COM1 WORKING WITH COM2 INOP DUE TO THE ELECTRICAL PROB. GND CTL ASKED US IF WE WOULD LIKE THEM TO CALL OUR COMPANY OPS. WE ASKED GND IF WE COULD TALK TO THEM; AND IF WE COULD LEAVE THE FREQ WHILE WE CONTACTED COMPANY. THEY SAID IT WAS OK. AFTER TALKING TO OPS AND MAINT TELLING THEM THE PROB; THEY SENT OUT MAINT AND RAMP PERSONNEL. AFTER TALKING TO MAINT; WE ASKED IF WE SHOULD SHUT DOWN THE #1 ENG. THEY ADVISED US TO KEEP IT RUNNING UNTIL THEY SHOWED UP AT THE ACFT. WHEN MAINT AND RAMP PERSONNEL SHOWED UP; WE GAVE THEM THE GEAR PINS AND THEN SHUT DOWN THE #1 ENG. RAMP AND MAINT PERSONNEL THEN TOWED US IN TO THE GATE. WE DEPLANED UNDER NORMAL CONDITIONS. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THIS LOSS OF POWER HAS BEEN EXPERIENCED BY THE RPTR SEVERAL TIMES AND MOST CREWS HAVE EXPERIENCED THIS TYPE OF INCIDENT ON THE EMBRAER 135 AND 145 ACFT. ON LNDG; THE AUXILIARY POWER UNIT IS STARTED AND THE R ENG IS SHUT DOWN FOR FUEL SAVINGS. THE PNEUMATIC CROSS BLEED IS OPENED AND THE SHEDDING BUSSES KNOB IS SWITCHED TO OVERRIDE AND AFTER A ONE MINUTE DELAY THE AUXILIARY POWER UNIT IS THEN SWITCHED ON TO POWER THE R BUS. AT THIS TIME ALL ELECTRICAL POWER THEN FAILS; LEAVING ONLY THE EMER BUS. COMPLETE LOSS OF COCKPIT DISPLAYS; R AND L PACKS AND NOSE STEERING IS LOST. MAINT ADVISES THERE IS NO KNOWN PROC FOR RESTORING POWER OTHER THAN SHUTTING EVERYTHING DOWN AND REPOWERING. THERE IS ALSO NO FLT OPS MANUAL PROC FOR RESTORING POWER AND FORTUNATELY THIS ANOMALY HAS ONLY HAPPENED ON THE GND; BUT CAN BE A SERIOUS PROB WHILE IN A TURN. MAINT BELIEVES THE PROB IS IN THE I C 600 COMPUTER WHICH CTLS ELECTRICAL BUS SWITCHING AND ELECTRICAL CTLS. CALLBACK CONVERSATION WITH RPTR ACN 658075: THE RPTR STATED THE LOSS OF POWER WHEN SWITCHING THE AUXILIARY POWER UNIT ON TO POWER THE MAIN BUSSES ON THE GND AFTER THE R ENG IS SHUT DOWN IS A KNOWN ANOMALY ON THE EMBRAER 134 AND 145 ACFT. THIS IS THE FIRST TIME THIS HAS HAPPENED TO THE RPTR; BUT THE CAPT HAS EXPERIENCED SEVERAL OF THESE INCIDENTS. MAINT BELIEVES THE PROB IS IN THE I C COMPUTER; WHICH CTLS THE ELECTRICAL POWER SWITCHING.

Data retrieved from NASA's ASRS site as of January 2009 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.