14910-I3-PI

J 4 eFR Part 39

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DEPARTMENT OF TRANSPORT AnON

Federal Aviation Administration

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(Docket No. FAA-2010-*u",,~ Directorate Identifier 2010-NM-157-AD;

Amendmen'39J.rR.~!;i2010-"!.~ - 0I

RIN 2120-AA64

Ain'Vorthiness Directives; Empresa Brasilcira de Aeronautica S_A. (EMBRAER) M

ERJ 170 and ERJ 190 Airplanes

AGENCY: Federal Aviation Administration (FAA). Depanment of Transport.3.Iion

(DOT).

ACfJON: Final rule; request for comments.

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SUMMARY: We are adopting a new airworthiness directive (AD) for the 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 MeAl d+ribO' the U".are condition ,sc

It has been found the possibil.ity of right hand (RH) engine compressor

stall after the Au...••iliary Power Unit (APUr) becomes lhe active bleed

source for the left side.

The most critical condition identified is:

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

- APU running; and i

_APU bleed button pushed in. I

In this condition, ifthe left hand (LH) ~ngine fails. the APU bleed valve

and the crossbleed valve may be both in the open position for a few

seconds. wbal may lead to a backpressure in RH engine depending on

APU bleed pressure. Such backpressure may cause an RH engine

compressor stall. culminating in a dual engine failUre.

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FAA Form 1360-14.1 {&-a9} OfFICIAl FILE COPY
[4910-I3-P[

DEPARTMENT Of TRANSPORTATION

fi'edl'l"al Aviation Administration

14 CFR 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 1 phase): and

- APU nmning; and

- APU bleed bulLoll pushed in.

In this condition, lflhe lc.ft hand (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 1'0a b3ckprcssu e in RH engine depending on

A.PU bleed 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