EMB ERJ 145 ER/LR
Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Time Pressure; Communication Breakdown
Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Fuel Issue; Inflight Event / Encounter Weather / Turbulence
Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport
Aircraft
During climbout from ZZZ-ZZZ1; at around 20;000 feet we entered icing conditions. Right when we entered icing conditions; we received the EICAS caution; BLD VALVE 2 FAIL. followed shortly by a warning telling us the wing anti ice system did not come on. After reviewing the QRH our max altitude with only 1 bleed was 25;000 feet or 15;000 feet in icing conditions. During this time; we also received an ACARS DMU FAIL message on our FMS. I contacted Dispatch and we jointly made the decision to return to ZZZ. We then told ATC we would be going back and descended to 15;000 feet to comply with the QRH and burn fuel to be below max landing weight. During this time; I attempted to contact Dispatch again over ARINC to get landing performance. Getting a hold of them the second time proved to be a challenge. After getting vectors from ATC and getting close to having to land (fuel running low); and being unable to get the landing performance from Dispatch. My First Officer and I decided the best course of action would be to [advise ATC] and land. Having the minimum required landing distance chart on the plane I determined I could make a landing on Runway 35R in ZZZ.Check bleed valves for proper operation more often.
I believe the Number 2 Bleed Valve failed to open in icing conditions because of a mechanical breakdown. On takeoff; aircraft experienced icing conditions. Number 2 Bleed Valve failed to open (BLD VLV 2 FAIL on EICAS). Advised ATC of issue and stopped climb at 25;000 feet. While continuing to ZZZ1; crew encounter dual ACARS failure and ARINC was occupied with a medical emergency. Captain decided to turn back to ZZZ and I concurred. Once ARINC was established with our dispatch; they informed crew that they could not produce landing data for ZZZ. Advised ATC of the need to burn fuel to stay within landing weight and then [requested priority handling] to land without proper landing data available. Landing was as expected. Taxi back to gate was as expected.The series of events led to a decision not to take any chances. A conservative decision was the right decision. This chain of events could have easily led to one accident.
EMB-145 flight crew reported that during climbout they received an EICAS caution; BLD VALVE 2 FAIL followed by a Wing anti-ice resulting in a diversion.