2024-04 · NASA ASRS report 2102826
EMB-175 flight crew reported the Integrated Drive Generator (IDG) failed while on downwind for the approach and led to the aircraft losing electrical power. The flight crew was unable to restore power through the APU and more EICAS messages began to appear; including a failure with the Ram Air Turbine (RAT). After landing; the flight crew lost nose wheel steering and required a tow back to the gate.
While on downwind to approach for the ILS XXL into ZZZ we received an EICAS indication for Integrated Drive Generator (IDG) #1 off bus. We performed steps according to Company GOM. I was the pilot monitoring and the FO was pilot flying. He said to me to cancel and identify; I did immediately and handed controls of the radios to him. I then cancelled the alert and performed the QRH procedure promptly and to completion. The procedure alleviated the issue and we continued on with the flight. Once we were established and cleared on the ILS XXL we had flaps set 2 and speed was slowing to 170 KIAS. Just around the fix ZZZZZ our screens began to flicker and suddenly turned off. They were completely black for no more than a few seconds. I recognized what may be happening given the previous issue with the IDG #1 and told the FO to maintain control of the plane. I believed we may have been having an electrical [issue] and was listening for the ram air turbine to deploy. After a few seconds the screens 2; 3; 5; as well as Multipurpose Control Display Unit (MCDU) 2 and the Integrated Electronic Standby System (IESS) were on; indicating to me we were in fact having electrical issues I looked up turned on the APU. While I was doing that the FO and I were both in communication and in agreement of our situation being a [priority handling event]. I again reminded him to concentrate on maintaining positive control of the aircraft and to stay on the ILS. I then radioed Tower and [requested priority handling]. I specified we were having a loss of electrical power and that we were troubleshooting. About this time the flight attendants called up; which I answered and told them we had an electrical [issue] and we were going to continue and land and we would be ok and to stand by.I then confirmed the APU was on and 100 percent hoping to see some power return and screens illuminate. They did not. I noticed we were starting to drift high of the glideslope and right. I then coached the FO and directed him how to bring the plane back into alignment. I notified Tower of our intentions to continue to land and that we had partial power back and asked them to call out any deviations from us on the ILS. Feeling at this time things were somewhat under control knowing we were in IMC and while losing both autopilot; autothrottle; and a cascade of EICAS messages totaling more than 34. I felt it was more important to continue and land which I communicated to the FO. I then told him I would get us configured to land and put the landing gear down followed by flaps 3 while slowing our airspeed to Vap. Then; confirming flaps were able to move and the gear down I moved to flaps 5. At this time we were still a dot right of the ILS and had the FO make the correction. I looked up and we broke out of the clouds and I called the runway in sight to Tower who cleared me for a visual approach. We continued with our flight as I coached him; giving airspeed callouts and come left and also indications of the PAPI we were stable by 1000 ft. which I called out; then I called 500 ft. We landed and began to slow down I took the controls and brought the plane to a stop on one of the high-speed exits. I noticed we had no nose wheel steering and asked Tower where to go. We pulled up a little farther and set the brake. I then made an announcement to the passengers asked them to remain seated and that we would need a tow vehicle to come get us. I communicated to the Tower everything was now under control and we needed assistance with a tow to the gate. I placed a call while waiting to Dispatch and notified them what was happening and everyone was ok. Emergency vehicles stayed close by to monitor and we were eventually towed back to Gate XX. We deplaned normally and were met by Company maintenance crew I explained what happened and made write-up in the Aircraft Maintenance Logbook (AML). I returned the call to Dispatch and answered all of the questions he had. I have included pictures of the EICAS and electrical synoptic page taken after landing with parking brake set. Suggestions: Training for crews on how to identify and troubleshoot these events. Why when both engines were running did power not restore correctly according to logic. Why when APU power was on did that not restore power properly and why did the Ram Air Turbine (RAT) not deploy. Why were the AC ESS busses the only things powered? There are many questions as to why the logic I was taught did not work in this situation.
Electrical [issue]. There was an electrical [issue] approximately 5 miles from the final approach fix of [Runway] XXL. We were given an extended downwind after the last fix of the arrival with a speed of 250 kt. An EICAS message populated; Integrated Drive Generator (IDG) 1 fail. We ran the QRH procedure and the message went away. We turned base with an assigned speed of 190 kt. We were then instructed to intercept the localizer course and maintain 190 kt. until ZZZZZ and 170 until ZZZZZ1. Upon reaching ZZZZZ; all display units were blank except the standby. Captain immediately turned on the APU and [requested priority handling]. We decided to land the aircraft immediately due to the loss of electrical power. There was several amber EICAS messages; including Ram Air Turbine (RAT) FAIL and load shed. The flight controls became less responsive. After landing; we lost all nose wheel steering but managed to exit the aircraft from the active runway. The Control Tower managed traffic flow and sent response trucks to our location. Although we did not request them; the Tower sent them just in case. We were towed to Gate XX where the passengers deplaned and Maintenance was standing by.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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