EMB ERJ 145 ER/LR
Flight Crew Commercial
Aircraft Equipment Problem Critical; Inflight Event / Encounter Fuel Issue
Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Declared Emergency
Aircraft
While working a flight to ZZZ; we had both a bleed 2 leak and a flap failure. I was the pilot flying and the Captain was the pilot monitoring. Approximately 30 minutes after departure while climbing through FL200; we got a BLEED 2 LEAK message. I called for the QRH and the Captain accomplished the procedure while I monitored his actions. The bleed leak was contained and was no longer a concern; however; the QRH procedure left us operating off one bleed source and one pack limited to FL250 and not approved to enter icing conditions. We informed ATC and leveled off at FL240. We could see that we would only make it to ZZZ with 900 LBS of FOB so we were going to have to stop for more fuel. The Captain began communicating with Dispatch while I took the radios and began looking at weather at airports along the route to refuel and fix the bleed problem so we could continue to ZZZ. It took several minutes to communicate the status of our flight with the company and to figure out where we were going to go to address the fuel and maintenance issue. ZZZ1 ended up being our best option because they had a new plane for us that we could take to continue to ZZZ. By that time we were about 50 NM southwest of ZZZ1. We knew we were about 3;000 LBS too heavy to land at ZZZ1 so we informed ATC we would need a lower altitude and we would be flying at 250 KIAS. At 15;000 FT; we extended the gear and selected flaps 9 to increase our fuel burn. As soon as the Captain selected flaps 9; the FLAPS FAIL message appeared. The flaps were still at 0. I called for; and the Captain ran the flap failure QRH. The end of the procedure had us completing a flaps 0 landing. The Captain decided he would take the landing and we would exchange controls before the approach QRH checklist. We declared an emergency and informed ATC we would need to land on the longer runway. The Captain completed the Vref and landing distance calculations and asked for me to confirm his values. He then briefed the approach focusing on braking technique; use of reverse thrust; and what emergency services we would need. We decided to bring up the hydraulics page on the approach so I could monitor the brake temperature during the landing. The Captain then called the Flight Attendant and informed her that in addition to the diversion; we were now executing an emergency landing. We decided that bracing was not necessary and that she should just be aware that emergency equipment would follow us in and there may be a chance of the brakes smoking or even catching fire. She informed us that the passengers all seemed fine and that the only concern in the cabin was on possible missed connections. ZZZ1 Center gave us holding instructions 15 NM northeast of the field at 10;000 FT for us to burn off the remaining 2;000 LBS of fuel. When our planned landing weight was below of MGLW; we exchanged controls and began the approach. I confirmed with Tower that emergency equipment was standing by. The Captain completed a normal landing in the touchdown zone at Vref below 300 FPM. Reverse thrust was used and moderate braking was used to exit comfortably at Taxiway N. During the rollout brake temperature remained very low. Fire trucks followed us into the gate and fire fighters inspected the brakes right away and were on the jet bridge to inform us that the brakes were fine and there was no threat before passengers even had a chance to get out of their seats. The threats for the flight included not enough fuel to reach ZZZ due to altitude restriction and too much fuel to land at ZZZ1 right away. Also; having the flaps fail at zero forced us to complete an emergency landing at high speed. There was plenty of time available to thoroughly investigate each threat and brief actions to take to minimize or eliminate those threats. The training department prepared both of us sufficiently to accomplish the required tasks without difficulty. At no time did we feel cornered or rushed as the problems we faced wereeasily identifiable and we had many options available to us.
After a bleed leak was dealt with and diversion was in progress; the crew of an EMB145 was confronted with a flap failure prompting them to declare an emergency for the landing.