EMB ERJ 135 ER/LR
Flight Crew Air Transport Pilot (ATP)
Distraction; Time Pressure; Troubleshooting; Workload
Aircraft Equipment Problem Critical
Air Traffic Control Provided Assistance; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Aircraft; Human Factors
During initial climb flight crew noticed BLD 1 VLV CLSD and PACK 1 VLV CLSD CAS messages. BLD 1 VLV CLSD checklist was completed but message persisted; so Bleed Valve Failure checklist was completed. Crew determined that flight could still be completed successfully because of good weather at the time with no icing forecast. Once reaching cruise altitude of 27;000 feet crew noticed that cabin altitude was climbing higher than normal (in excess of 8;000 feet) and decided a descent was necessary. Descent was initiated and Flight Attendant was advised as to the situation. During descent it was noticed that engine 2 oil temperature had moved into the red while cabin altitude peaked at around 9;000 feet. The Engine High Oil Temperature checklist was ran. Power was reduced on engine 2 and temperature did eventually move into the green range; but when any power was added temperature quickly moved back into the red; which led us to the Engine Failure/Shutdown checklist. Flight Attendant was advised as to this next situation; [ATC was advised]; and the One Engine Inoperative Approach and Landing checklist was completed. Flight Attendant was briefed as to the nature of the emergency and the Crew determined that a safe landing could still be made. The flight was continued to a safe landing and a normal deplaning.
Upon our descent; I was called by the Pilot and instructed that we were descending and I needed to take my jump seat. I secured my galley and took my seat. Shortly thereafter; I received a call from [the Captain] advising me to secure my cabin and take my seat as [this was an emergency] situation. I made an announcement letting the PAX know to have their seatbelts securely fastened; have tray tables and seatbacks in their upright and locked position; and all personal belongings stowed. I then walked through the cabin and assure that my cabin was secured. I then made sure both my cabin and galley were secure and took my seat. [The Captain] again called me and told me they had to shut down the right engine; if an emergency evac was required we would use left MCD (Main Cabin Door) and advised me of how much time was left in flight. I asked if I should give an announcement out of my FAM (Flight Attendant Manual) and he advised me he would give an announcement. He made the passengers aware of the situation through the PA and the passengers remained calm. At 10;000 ft. I made an announcement that I would be turning off the lights for our landing. When [the Captain] announced 1 minute; I made a PA for the pax to brace; at 30 sec; I yelled brace repeatedly; and upon landing I yelled 'heads down; stay down' until I knew the situation was safe. We made it to the hangar and deplaned per normal operation standards as an emergency evac was not necessary as the situation was controlled.
EMB-135 pilot and flight attendant reported a single engine emergency landing due to an engine shutdown.