EMB ERJ 170/175 ER/LR
Flight Crew Air Transport Pilot (ATP)
Situational Awareness
Aircraft Equipment Problem Less Severe
Flight Crew Landed As Precaution; Flight Crew Returned To Departure Airport
Aircraft; Environment - Non Weather Related
At 400 ft we received a Master Caution: Bleed 1 Overpress and Bleed 2 Overpress. The FO was flying and I called out the abnormality. We continued on the departure and cleaned up the aircraft. After the flaps were 0; I made sure the FO had the airplane and radios. I pulled out the QRH and looked up the Bleed 1(2) Overpress checklist. During this time we were assigned a higher altitude of 17;000. The FO asked if we should level off at 10;000 or a lower altitude and I told him 10;000 is fine for now. Running the QRH it had me deselect the bleeds and then reselect. Since this was a compound issue I ran the checklist for both the Bleed 1 and the Bleed 2. The reset was unsuccessful. The message reappeared. I continued the QRH to no success. I told the FO that we would be returning to ZZZ. He notified ATC and got a lower altitude of 7;000 ft MSL. I then called the flight attendants and told them that we will be returning to ZZZ and that we have a problem with pressurization. I also mentioned that since both bleeds are inoperative that it might start to get warm but there is no emergency. I then told them I will call them back; and to call me if they had any further questions/concerns. I then contacted Dispatch the Radio. I told dispatch of the situation and they brought a maintenance supervisor over so that I could explain my situation. I explained that we ran the QRH unsuccessfully and that we would be returning. They clarified that we had both BLEED 1 and 2 inoperative and I confirmed. I then asked if he thought it was a situation that we should land sooner rather than later and he said that since it is not a bleed leak that we have time. I explained my thought process that I plan on holding until we get below max landing weight (we were currently about 6;000 lbs overweight) and that we will try and hold until we can get below that. The dispatcher and Maintenance supervisor both agreed with that course of action. Approach was giving us vectors in order to help us burn fuel; we had the gear down in order to create more drag. From our fuel burn; we were calculating about 45min of flying to get below the max landing weight. After more communication with the flight attendants about the situation and explaining this to Air Traffic Control; about 10 min went by. The aircraft (as reflected on the ECS page) showed that the cabin temperature was starting to climb and it was about 78 degrees in the cabin. I made a few PA's to the passengers explaining the situation and stating that we will be holding to burn more fuel so that we could land at a lower weight; I explained that with the situation we will not have air conditioning and it may start to get warm in the cabin. The FO and I set up for the approach and ran the climb; descent; and approach check. In our briefing I told them that I would take the landing. We also ran the overweight landing checklist. Looking at the ECS page after about 15 past the initial failure the cabin temperature was nearing the high 80s; it was starting to get really warm and that is when I made the decision that we were going to land overweight. I told ATC of the situation. We will need about 5 to 10 minutes to fully prepare and we would like to land and stop on the runway with Fire/Rescue standing by in case of a brake overheat as a precaution. I called the flight attendants and briefed them using the TEST items; I told them the extent of the situation and it hasn't changed about the pressurization/air conditioning; we will be stopping on the runway and fire trucks will be assessing the brake. After that we will taxi to the gate. I told them that there should be nothing out of the normal and that I will make a PA after landing about the situation. I had them make sure everyone was seated with their seatbelts on and we will be on the ground in about 5 minutes. After hanging up I made a Passenger Announcement explaining the current situation and that there will be fire trucks meeting on the runway and thiswill be as an additional precaution. I told them this will be the same as any other landing besides for the fire trucks meeting us on the runway. We landed and stopped on the runway with a touchdown rate around 100-200 fpm. It was a smooth landing and we came to a stop on the runway. The fire trucks approached and assessed our brake temperatures. They said we were all clear and that they will follow us to the gate. We returned to the gate and CFR came onto the airplane asking if any passengers needed medical assistance. I asked the flight attendant and she noted that one lady was having a heat flash and acting really anxious. CFR removed her from the aircraft and then we deplaned.
During initial climbout I received an ACARS message from [one of my flights] stating they had an overpressure on both bleeds and were returning to ZZZ. Quickly after receiving this message I received a voice radio call from the flight describing the situation and asking to be connected with Maintenance. I brought over a member from maintenance and we referenced the QRH. The crew stated they had followed the steps prescribed to try resetting the Bleed 1 and Bleed 2 but they had failed. The crew was at about 6;000 ft west of ZZZ while we were discussing this. They also stated they would be landing overweight and would try burning off some of the fuel. Since the QRH also called for turning off the air from the APU the temperature in the cabin was going to be increasing. The crew said they would land when the temp was getting in the 90's. I advised the crew that they should try landing before then since I felt that was a high temperature. The Captain state the temperature in the aft of the cabin was about 73 degrees. The maintenance personnel did advise the crew that; since they were landing overweight; if they could try to have a sink rate of 300 feet per minute or less on touchdown that would make for less inspections of the aircraft following landing. We also did the amendment to the flight plan to change the destination to ZZZ.Following the voice radio calls I verified via ACARS if the passengers had been briefed on the situation (crew replied they had). The aircraft flew east toward ZZZ. I observed on the computer display that the aircraft was descending. I sent an ACARS to the crew asking if they were able to send their current FOB and how the situation on the plane was. I then observed that the aircraft appeared to be lining up for a landing to the south at ZZZ and was continuing to descend. I did not receive a response to the ACARS. During this time a fellow dispatcher had contacted ZZZ to make them aware of the aircraft returning to the airport. I called ZZZ myself to verify if a gate would be available or if they would have to wait for a gate to open. ZZZ ops said a gate would be open. I observed the aircraft land at ZZZ and stop on the runway. After being stopped on the runway for a short while I called ZZZ ops and inquired about the situation. I was informed that ARFF had met the plane on the runway and was following them to the gate.After the aircraft parked at the gate I received a phone call from the Captain. He stated they stopped on the runway for the ARFF crew to inspect the plane. After the inspection the ARFF crew followed the plane to the gate. While at the gate one passenger was let off first who had complained about not feeling well from the temp in the 90s in the cabin. The ARFF crew came on the plane and helped the passenger off. I was informed that in the jet bridge that passenger told the ARFF crew that she was feeling better and did not need any further assistance. The Captain also provided the details about the events of the flight. He said the oxygen masks did not deploy as the altitude of the aircraft did not go above approximately 10;000 ft and the cabin altitude was several thousand feet lower.Bleed 1 and Bleed 2 had both failed on climb out from ZZZ and a reset was unsuccessful. The aircraft had a large load of fuel on top of the high number of passengers on the plane leading to an overweight landing back at ZZZ. Since the QRH procedure also called for not using the air from the APU this lead to a rising temperature in the cabin and a need to land soon.
EMB175 Captain reported a dual bleed overpressure just after takeoff resulting in a loss of pressurization capability. QRH procedures did not resolve the issue and the flight returned to the departure airport for an overweight landing. Their Dispatcher also gives their recollection.