14910-I3-PI

J4 eFR Part 39 

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### ~" DEPARTMENT OF TRANSPORT AnON Federal Aviation Administration



# V1Cl'i (Docket No. FAA-2010-*u",,~ Directorate Identifier 2010-NM-157-AD; Amendmen'

# 39J.rR.~!;i 2010-"!.~
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# I RIN 2120-AA64 Ain'Vorthiness Directives; Empresa Brasilcira deAeronautica S_A. (EMBRAER) M ERJ 170and ERJ 190 Airplanes AGENCY: Federal Aviation Administration (FAA). Depanment of Transport.3.Iion (DOT). ACfJON: Final rule; request for comments. I SUMMARY: We are adopting anew airworthiness directive (AD) forthe products lis I above. This AD results from mandatory continuing aicv.'orthiness information (MeAl) originated by an aviation authority of another oobtry to identify and correCl an unsafe conditinn on '"' aviation p,oduct. The 

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### U".are condition 

### ,sc Ithas been found the possibil.ity ofright hand (RH) engine compressor stall after the Au.

..•• iliary Power Unit (APUr) becomes lhe active bleed source forthe left side. The most critical condition identified is:

- Both engines close to idle (e.g.: descent phase); and

- APU running; and 

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_APU bleed button pushed in. I Inthis condition, ifthe lefthand (LH) ~nginefails. the APU bleed valve and the crossbleed valve may be both in the open position for a few seconds. wbal may lead to abackpressure in RH engine depending on APU bleed pressure. Such backpressure may cause an RH engine compressor stall. culminating in a dual engine failUre. . ! ,.I! ~.

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FAA Form 1360-14.1 {&-a9} OfFICIAl FILECOPY[4910-I3-P[ DEPARTMENT Of TRANSPORTATION fi'edl'l"alAviation Administration 14CFR Part 39 IOocket No. FA_A~20]O-*****; Directorate I eritifier ZOJO-NM,-157-AD; Amendmenr 39-***"'*; AD 2010-**-**1 RlN 2120-AA64 Airworthiness Directives; Empresa Brasi!eird e Acrunautictl 5.1\. (.EMBRAER) Mo ERJ 170 and ERJ 190 Airplanes AGENCY: Federal Aviation Administration l'\
.. /\), Department oJ Transpornuion (DOT). ACTION: Final rule: request for comments. SUMMARY: We are adopting a new airwonhi ess directive. (AD) fo.rthe products lis above. -n,is AD results from mandatory 

### cOnlin ingainvorihiness lnfomlalion (MeAJ) origimllcd by all aviation authority of another country to identi fy and COITccLan unsafe condition on an aviation product. The MeAl d scribes the ul1S<ife condition as: li has been found the possibility of righ hand (RH) engine compressor slall after the Auxiliary Power Unit (AP

# 1)becomes the active bleed source for the left side. The mOSl critical condition identified is

- Both engines close to idle (e.g.: descc 1phase): and

- APU nmning; and

- APU bleed bulLoll pushed in. Inthis condition, lflhe lc.fthand (LH) 

### t;l. gine fails. the APU bleed valve and the cfOssbleed valVe may be both i the open position for a tew seconds, what may lead 1'0ab3ckprcssu e in RH engine depending on A.PUbleed pressure, Such backpressurc may cause all RH engine compressor stall, culminating in a dual ngine failure. 

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FAA Form 1360-14.1 (6-89) OFFICIAL FILE COffY aU,S, GOIlERNMI;:NTFfI'NlirlG OFFj~ 1!lJl5, 7l;ll-2H