Date: 201501
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Weather elements / visibility: Icing
Light: Dusk
Aircraft: Embraer Phenom 300
Operator: Fractional
Operating under: Part 135
Flight plan: IFR
Flight phase: Descent
Airspace: Class C ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pneumatic System
Component problem: Malfunctioning
Reporter organization: Fractional
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Human-Machine Interface; Confusion
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Maintenance Action
Contributing factors: Aircraft; Company Policy; Procedure
Primary problem: Aircraft

Narrative: During our arrival; at about 5;000 feet we selected the engine and wing anti ice systems on. When we did so; the BLEED 1 OFF; BLEED 2 OFF; and WING STAB INHIBIT CAS messages illuminated; and we immediately began to lose cabin pressure at approximately 2;500 feet per minute. Since we were already at 5;000 feet and descending we did not perform any memory items for loss of pressurization; but we did run the associated QRH for the CAS messages. After turning the bleed selector switches to OFF and waiting 1 minute; we turned them back to auto; and cabin pressurization was restored. Upon landing we notified maintenance. When we returned to the aircraft after it was returned to service; we noticed that the maintenance sign-off indicated that they had ops-checked the pneumatic system and then returned the aircraft to service. We called maintenance because this concerned us; and we were told that there is a known condition in the Phenom that will cause a loss of pressurization if the wing anti-ice is selected on. Embraer has a Fleet Operations Letter (FOL) describing this condition; and the letter allows for the condition and says that no maintenance action is required; and that no discrepancy should be noted upon landing if the condition occurs in flight. The maintenance department and Duty Manager referenced this letter as a reason why no repairs were made. I was told over the phone that there is a permanent fix for this issue; but that they hadn't gotten around to fixing all the aircraft yet. I'm very surprised that Embraer and our company would consider ANY known condition that causes a total pressurization failure to be acceptable to continue to operate the aircraft with. I'd suggest that we install the permanent fix as soon as possible; and ground any Phenom's that don't have it installed in the meantime. I would also suggest that the company make its flight crews aware of the existence of this condition and what triggers it (anti-ice selected on with thrust levers at idle below 13;000 feet; according to the FOL). To my knowledge; neither this condition nor the FOL are available anywhere to the crews. Having a pressurization failure and a loss of wing anti-icing while in icing conditions could very easily be a much more serious scenario than what we encountered.


Second narrative: We were descending through 5;000 feet; and encountered icing conditions. The pilot flying turned on the engine anti-ice and wingstab anti-ice. Right after he did; we got the following EICAS messages:A-I WINGSTAB INHBBLEED 2 FAILBLEED 1 FAILBLEED 2 OFFBLEED 1 OFFAdditionally; we lost cabin pressurization. We immediately referenced the QRH and followed the procedure and subsequently landed without incident. The situation was reported to the maintenance department and the aircraft was written up and grounded for maintenance. Maintenance released the aircraft the next day. We were told that this is a known problem with the Phenom and that Embraer has issued a Fleet Operations Letter (FOL) which allows us to fly with this known problem. The FOL states that investigation of this problem was limited to turning on the anti-ice with the thrust levers at idle; below 13;000 feet. The FOL recommends leaving the thrust levers above idle when selecting the anti-ice on below 13;000 feet. Since it is a known problem; the ideal solution would be to fix it. I am not confident that this problem only exists below 13;000 feet and would not want to experience a cabin depressurization at higher altitudes.


Synopsis: EMB505 flight crew experiences a dual bleed trip when the engine and wing anti ice systems are turned on descending through 5;000 feet. QRH procedures allow engine bleeds to be re-established after one minute and a normal landing ensues. Maintenance states this is a known condition in the Phenom that will cause a loss of pressurization if the Wing Anti-Ice is selected on with the thrust at idle below 13;000 feet. Embraer has a Fleet Operations Letter describing this condition and that no maintenance action is required.