EMB ERJ 170/175 ER/LR
Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Communication Breakdown; Situational Awareness; Troubleshooting
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Maintenance; Deviation / Discrepancy - Procedural FAR; Deviation / Discrepancy - Procedural MEL / CDL
General Flight Cancelled / Delayed; General Maintenance Action
Procedure; MEL; Aircraft; Human Factors
On aircraft we pushed and started for flight ZZZ-ZZZ1. After engine 1 start we had a RAM AIR FAULT message. This was not unexpected as the previous 8 log book pages had that message followed with Ground Reset Guide Procedures accomplished. The procedure is turn off the pack push button for 5 seconds and push it back in. We were unable to push PACK 1 as that was on MEL (this pack was written up twice for unable to control temperature in cruise. The first was signed off as a transitory condition with a GVI (General Visual Inspection) of distribution ducts and cockpit ducts. The second was a crew applied MEL and pushing pack 2 button did not affect the Ram Air Valve. This meant the message was unable to clear. Upon an aircraft power down and reset with an on call mechanic in ZZZ we restarted the engine and received the same message. The mechanic then removed the panel and found the Ram Air Valve broken with a duct partially unattached and welds failed. The GRG is supposed to be for transitory conditions. Once a flight for multiple legs on multiple days is not a transitory issue. This is blatant abuse of the philosophy of the GRG. Even with the first temperature control issue there had been 10 RAM AIR FAULT messages with resets performed (and a two day was performed in ZZZ2). There were another 7 faults before my final one where the failed valve was found. This was a total of 18 faults over a 3 day period. After the first 2 or 3 resets something was obviously wrong and the issue with the PACK/temperature control should have led to a realization that something was wrong. There needs to be a limitation for how many resets can be performed by crews until an issue is no longer allowed to be handled through a Ground Reset Procedure. I will email the corresponding photo attachments to the Safety Department. The GRG needs a limitation for how many times a fault can occur before it is no longer a nuisance/transitory fault. A write up for a system that has a nuisance/transitory fault history should be a full on mechanical grounding until the issue is resolved.
EMB-1701 Captain reported a RAM AIR fault on engine start. The ground reset guide procedures were unsuccessful. The aircraft returned to the gate. A Technician found the ram air duct detached with broken welds. The flight was cancelled.