Narrative:

Unable to duplicate on ground therefore the mechanic could not fix the problem and he signed it off 'ops check good.' took off the first time from ZZZ and got 'bleed 1 ovtemp' EICAS message upon entering icing conditions. We performed the QRH; which had us isolate that system. Soon after; we got 'bleed 2 ovtemp' EICAS message. This message was present for about 20-30 seconds before it went away. It went away before we could perform the QRH for it. After receiving this second EICAS message; I decided to return to ZZZ.I did not identify to [declare with] ATC because I had already descended below the clouds and did not anticipate experiencing any further icing before landing. We landed and had maintenance meet the aircraft. We performed the icing test alongside contract maintenance by running up the aircraft. We could not duplicate the problem. We went back and began boarding again while the mechanic signed off the maintenance log. On our second takeoff from ZZZ upon entering icing conditions; we got 'bleed 1 ovtemp' EICAS message. We performed the QRH again and isolated that system. We did not get 'bleed 2 ovtemp' EICAS message this time. I contacted ATC and dispatch to check for icing report along our route of flight. I knew we could continue as long as we did not experience any more icing above FL150 per the aircraft limitation for single bleed in icing conditions. Both ATC and dispatch verified that they did not see any icing reports and that we should not encounter icing at 24;000. Unfortunately; halfway to destination; we got into icing at 24;000. We initiated a descent and I was calling dispatch to consider fuel issues flying at a lower altitude. I descended to 20;000 feet; clear of clouds; and out of icing conditions. However; in the descent while in icing conditions I got 'bleed 2 ovtemp' EICAS message. Before we could run the QRH; we got 'wg a/ice fail'; 'stab s/ice fail' and 'ice condition; anti/ice inoperative' EICAS messages. Then I noticed that our cabin altitude was climbing above 10;000 feet. We had not closed bleed 2; so I am not sure why we lost our pressurization. Dispatch asked what I wanted to do. Obviously; I would have liked to continue to destination; however without ice protection and pressurization I did not think it was safe to continue. I couldn't guarantee we wouldn't experience icing conditions if we continued. Whereas I could see a suitable divert airport right in front of me and knew I could remain out of icing conditions. We performed all QRH procedures and calculated our landing data. We [advised] ATC and landed. I was able to descend fast enough that I stopped the cabin altitude before it reached 14;000 where the masks would have dropped.

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Original NASA ASRS Text

Title: ERJ-145 Captain reported repeated pneumatic system failure accompanied with pressurization failure necessitated a diversion.

Narrative: Unable to duplicate on ground therefore the mechanic could not fix the problem and he signed it off 'ops check good.' Took off the first time from ZZZ and got 'bleed 1 ovtemp' EICAS message upon entering icing conditions. We performed the QRH; which had us isolate that system. Soon after; we got 'bleed 2 ovtemp' EICAS message. This message was present for about 20-30 seconds before it went away. It went away before we could perform the QRH for it. After receiving this second EICAS message; I decided to return to ZZZ.I did not identify to [declare with] ATC because I had already descended below the clouds and did not anticipate experiencing any further icing before landing. We landed and had maintenance meet the aircraft. We performed the icing test alongside contract maintenance by running up the aircraft. We could not duplicate the problem. We went back and began boarding again while the mechanic signed off the maintenance log. On our second takeoff from ZZZ upon entering icing conditions; we got 'bleed 1 ovtemp' EICAS message. We performed the QRH again and isolated that system. We did NOT get 'bleed 2 ovtemp' EICAS message this time. I contacted ATC and dispatch to check for icing report along our route of flight. I knew we could continue as long as we did not experience any more icing above FL150 per the aircraft limitation for single bleed in icing conditions. Both ATC and dispatch verified that they did not see any icing reports and that we should not encounter icing at 24;000. Unfortunately; halfway to Destination; we got into icing at 24;000. We initiated a descent and I was calling dispatch to consider fuel issues flying at a lower altitude. I descended to 20;000 feet; clear of clouds; and out of icing conditions. However; in the descent while in icing conditions I got 'bleed 2 ovtemp' EICAS message. Before we could run the QRH; we got 'wg a/ice fail'; 'stab s/ice fail' and 'ice condition; anti/ice inoperative' EICAS messages. Then I noticed that our cabin altitude was climbing above 10;000 feet. We had not closed bleed 2; so I am not sure why we lost our pressurization. Dispatch asked what I wanted to do. Obviously; I would have liked to continue to Destination; however without ice protection and pressurization I did not think it was safe to continue. I couldn't guarantee we wouldn't experience icing conditions if we continued. Whereas I could see a suitable Divert Airport right in front of me and knew I could remain out of icing conditions. We performed all QRH procedures and calculated our landing data. We [advised] ATC and landed. I was able to descend fast enough that I stopped the cabin altitude before it reached 14;000 where the masks would have dropped.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.