Date: 201902
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: Center ZZZZ
Aircraft component: Pneumatic System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Human factors: Troubleshooting; Workload
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Weight And Balance
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft; Company Policy
Primary problem: Aircraft

Narrative: Departed ZZZZ with BLEED 2 INOP (MEL); with both Packs operational. At FL240 we received a BLEED 1 FAIL caution message. I stopped the climb at 24;000 feet and informed Center; got approved to maintain FL240. First Officer was pilot flying. I ran the QRH and could NOT clear the message. I [advised] Center and initiated an emergency descent. Donned the crew masks; established communication and set XXXX on squawk. Informed the flight attendants via emergency button to prepare for emergency descent. Descended visually to 14;000 feet to avoid terrain. Called [Center] for MEA and was informed that it is 24;000 feet at my current position. Ran the QRH again with no success. QRH instructed us to use the APU BLEED and fly at maximum altitude of 15;000. I was unable due to terrain map maximum altitude of 16;000 feet in our current position. At that point decided to divert to ZZZZ1.Informed Company. Gave the [emergency information and instructions] to the flight attendants. 'Loss of pressurization; diverting to ZZZZ1. No BRACE; no EVACUATION required. We will be on the ground in 15 minutes.' I briefed the passengers over public address with the same message. Passing 10;000 feet we received a CREW OXY LO PRESS caution message. At this point I was forced to commit to an overweight landing with 76;400 pounds. I instructed the First Officer to aim to the threshold and come in flat so we can put the airplane smoothly on the ground. Great airmanship on the First Officer side allowed a perfect execution of this maneuver. We landed with 0-200 feet per minute descent rate. Taxied to a cleared area on the tarmac in ZZZZ1. Fire trucks were waiting for us on the scene. Called the passengers over the public address; 'Remain seated' three times. Got the 'Okay' signal from the Fire Rescue and Tower [that] there was no damage to the aircraft and that we are good to deplane. I then gave Ground Crew the okay to connect the air stairs. I called the Tower over the radio and degraded the [situation] back to normal. All souls plus 4 crew members deplaned the aircraft safely.After talking to Maintenance they mentioned that it was possible that both Packs were putting too much pressure on the BLEED 1 Valve. MEL 36-XX-XX-A and MEL 36-XX-XX-B DO NOT instruct us to use only one Pack. This is a serious problem in the Embraer 175 MEL instructions for a BLEED 1 (2) INOP. This emergency was a game changer for me with regard to dispatching an E-175 with one BLEED INOP. A change to the manual is required here to prevent this occurrence in the future. In my humble opinion; if one BLEED is INOP then the associated Pack should also be OFF manually by flight crew for as long as that BLEED is INOP; to prevent the operative BLEED source from failing.




Synopsis: Embraer E175 Captain reported a dual bleed failure resulting in a diversion and an overweight landing.