Narrative:

During takeoff and climbout [with pack 2 deferred inop] we kept the APU running till flap zero to comply with the ecs off takeoff procedure. We were assigned to climb to 11;000 feet. At about 8;000 feet; we received the first EICAS caution message for bleed 2 overpress. We canceled the warning; I handed over my radio duty to my first officer as pilot flying; and I ran the QRH. Meanwhile [I had] my mfd on the ecs page; indicating the bleed 2 pressure at 120 psi; which is more that double of what it normally is. Initially the EICAS message did not go out; which led us to associated thrust lever idle; leave it idle and complete the single engine approach and landing.first officer and I had a short discussion there that if we have to perform this procedure; then it's probably a good idea to get support from outside and more importantly get priority. [Then]; another EICAS caution message of a-i wing fail [was displayed]. I shift my attention to perform the QRH; and the message did not go out. However; the earlier message of bleed 2 overpress did go out after a few minutes; so I went back to the checklist and ran through it again and it says that we no longer require to idle the associated thrust lever and perform single engine approach (procedure finished at 'continue with normal operations').we decided to keep both engines running given flight condition was continues moderate turbulence; in and out of heavy precipitation. My first officer asked to climb to higher altitude to make sure we are above the cloud layer; we were cleared up to 17;000 feet; however; due to the very short flight; we had to descend back down for the approach. We asked for vector trying to avoid as much precipitation as possible; however ATC told us that the whole area was heavy precipitation. Luckily temperature was above freezing most of the time.during the top of descent; I sent a quick ACARS to dispatch [about our status]; also did a quick briefing to my flight attendants; a possibility to perform a single engine landing; but we will be taxiing to the gate and deplane at the jet bridge. I did not inform our passenger about our malfunction; but told them that the ride condition will be very bumpy due the heavy precipitation in the vicinity.my first officer did a great job on handling the pilot flying duty; he requested to land the longer runway. After touching down; we taxied off normally to the gate. I then contacted dispatch soc and on duty chief pilot to debrief about the incident.

Related reports:

Google
 

Original NASA ASRS Text

Title: EMB-175 flight crew reported continuing to destination after receiving a BLEED 2 OVERPRESS caution message after takeoff with pack 2 deferred inoperative.

Narrative: During takeoff and climbout [with pack 2 deferred inop] we kept the APU running till flap zero to comply with the ECS OFF takeoff procedure. We were assigned to climb to 11;000 feet. At about 8;000 feet; we received the first EICAS Caution message for BLEED 2 OVERPRESS. We canceled the warning; I handed over my radio duty to my First Officer as Pilot Flying; and I ran the QRH. Meanwhile [I had] my MFD on the ECS page; indicating the Bleed 2 pressure at 120 PSI; which is more that double of what it normally is. Initially the EICAS message did not go out; which led us to Associated Thrust Lever IDLE; leave it idle and complete the single engine approach and landing.First Officer and I had a short discussion there that if we have to perform this procedure; then it's probably a good idea to get support from outside and more importantly get priority. [Then]; another EICAS Caution message of A-I WING FAIL [was displayed]. I shift my attention to perform the QRH; and the message did not go out. However; the earlier message of BLEED 2 OVERPRESS did go out after a few minutes; so I went back to the checklist and ran through it again and it says that we no longer require to IDLE the associated Thrust Lever and perform single engine approach (procedure finished at 'continue with normal operations').We decided to keep both engines running given flight condition was continues moderate turbulence; in and out of heavy precipitation. My First Officer asked to climb to higher altitude to make sure we are above the cloud layer; we were cleared up to 17;000 feet; however; due to the very short flight; we had to descend back down for the approach. We asked for vector trying to avoid as much precipitation as possible; however ATC told us that the whole area was heavy precipitation. Luckily temperature was above freezing most of the time.During the top of descent; I sent a quick ACARS to Dispatch [about our status]; also did a quick briefing to my flight attendants; a possibility to perform a single engine landing; but we will be taxiing to the gate and deplane at the jet bridge. I did not inform our passenger about our malfunction; but told them that the ride condition will be very bumpy due the heavy precipitation in the vicinity.My First Officer did a great job on handling the pilot flying duty; he requested to land the longer runway. After touching down; we taxied off normally to the gate. I then contacted dispatch SOC and on duty Chief Pilot to debrief about the incident.

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.