Narrative:

During cruise at FL340; the captain and I were alerted by EICAS to a 'fuel feed 2 fault' advisory message. At this time; we were abeam ZZZ1 and our next fix was ZZZ1. The associated quick reference handbook (QRH) procedure indicated that no crew action was necessary. As we monitored the fuel synoptic page on MFD1; we could see the #2 AC fuel pump was on as expected; and providing fuel flow and pressure to our #2 engine. We also noticed that the system was switching between the motive flow (main) fuel pump and the AC fuel pump. As a precaution; we switched the AC fuel pump from 'automatic' to 'on.' over ZZZ1 approximately 10 minutes after the first EICAS message; we received a 'fuel 2 low pressure' caution that lasted for a few seconds before disappearing. The fuel flow instrumentation on the EICAS showed normal; steady fuel flow to both engines. Because the message disappeared; we elected to continue normal flight. Also at this time; I contacted maintenance control via radio in order to advise them of our situation. During our initial conversation; maintenance said that our flight could continue normally under the current conditions and that we could choose to divert if the condition changed. At this time; the captain and I discussed the situation while taking into account the fuel flow indication; the fuel status page; and maintenance. During our conversation; the 'fuel 2 low pressure' caution began to appear intermittently on the EICAS; each time for a few seconds before disappearing. In addition; the fuel line on the fuel synoptic page was alternating between white and green; with increasingly less green. Since the message was now a persistent indication; we chose to run the associated QRH; and began a descent to FL250 (as specified in the QRH). At this point; we were approximately 150-100 miles from ZZZ. The QRH prompted us to secure the #2 engine at idle thrust; which we accomplished. Upon reducing thrust from the #2 engine to idle; the fuel low pressure caution stopped appearing. We were also prompted (by the QRH) to land as soon as possible and accomplish the single engine approach and landing checklist. After a quick discussion; we decided that ZZZ was the most suitable airport due to our location and altitude. We declared an emergency and requested to keep descending; which allowed us to stay at a normal and continuous descent to the airport. I began the single engine approach and landing checklist and briefed our flight attendants. When we were set up for the approach; the captain briefed the passengers. The captain finished his brief just as we were entering ZZZ airspace and ATC gave us short vectors onto the final approach course for the ILS. We then accomplished a visual approach and landing. Upon landing; we shut down the #2 engine and taxied to the gate; where we deplaned normally at a jet bridge and were met by maintenance. Since this was an internal mechanical failure; I cannot see any pilot actions that would help to prevent a recurrence of this event. However; more information from the aircraft systems could have helped us to make better informed decisions. A quantitative fuel pressure indication would have helped us verify the intermittent 'fuel 2 low pressure' caution.

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Original NASA ASRS Text

Title: An ERJ170 flight crew got EICAS message FUEL FEED 2 FAULT and diverted to an enroute airport. After committing to divert they got ENG 2 FUEL LOW PRESS EICAS message.

Narrative: During cruise at FL340; the Captain and I were alerted by EICAS to a 'Fuel Feed 2 Fault' advisory message. At this time; we were abeam ZZZ1 and our next fix was ZZZ1. The associated Quick Reference Handbook (QRH) procedure indicated that no crew action was necessary. As we monitored the Fuel Synoptic page on MFD1; we could see the #2 AC Fuel Pump was on as expected; and providing fuel flow and pressure to our #2 engine. We also noticed that the system was switching between the motive flow (main) fuel pump and the AC fuel pump. As a precaution; we switched the AC fuel pump from 'Automatic' to 'On.' Over ZZZ1 approximately 10 minutes after the first EICAS message; we received a 'Fuel 2 Low Pressure' caution that lasted for a few seconds before disappearing. The Fuel Flow instrumentation on the EICAS showed normal; steady fuel flow to both engines. Because the message disappeared; we elected to continue normal flight. Also at this time; I contacted Maintenance Control via radio in order to advise them of our situation. During our initial conversation; Maintenance said that our flight could continue normally under the current conditions and that we could choose to divert if the condition changed. At this time; the Captain and I discussed the situation while taking into account the Fuel Flow indication; the fuel status page; and Maintenance. During our conversation; the 'Fuel 2 Low Pressure' caution began to appear intermittently on the EICAS; each time for a few seconds before disappearing. In addition; the fuel line on the fuel synoptic page was alternating between white and green; with increasingly less green. Since the message was now a persistent indication; we chose to run the associated QRH; and began a descent to FL250 (as specified in the QRH). At this point; we were approximately 150-100 miles from ZZZ. The QRH prompted us to secure the #2 engine at idle thrust; which we accomplished. Upon reducing thrust from the #2 engine to idle; the fuel low pressure caution stopped appearing. We were also prompted (by the QRH) to land as soon as possible and accomplish the single engine approach and landing checklist. After a quick discussion; we decided that ZZZ was the most suitable airport due to our location and altitude. We declared an emergency and requested to keep descending; which allowed us to stay at a normal and continuous descent to the airport. I began the single engine approach and landing checklist and briefed our Flight Attendants. When we were set up for the approach; the Captain briefed the passengers. The Captain finished his brief just as we were entering ZZZ airspace and ATC gave us short vectors onto the final approach course for the ILS. We then accomplished a visual approach and landing. Upon landing; we shut down the #2 engine and taxied to the gate; where we deplaned normally at a jet bridge and were met by Maintenance. Since this was an internal mechanical failure; I cannot see any pilot actions that would help to prevent a recurrence of this event. However; more information from the aircraft systems could have helped us to make better informed decisions. A quantitative fuel pressure indication would have helped us verify the intermittent 'Fuel 2 Low Pressure' caution.

Data retrieved from NASA's ASRS site as of April 2012 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.