Narrative:

Upon descent and approach [to ZZZ] we received an a-i wing fail caution message. We ran the QRH; message remained and we landed uneventful. Maintenance was dispatched and ran their procedure to clear the message. I started this leg as pilot flying (PF); but once the warning message appeared I transferred the controls to the first officer (first officer). We did transfer them back for the landing. During climb out around 14;000 ft MSL we again received the a-i wing fail caution. The first officer ran the QRH; this time the message cleared. We exited the top of the cloud layer and all was normal; we proceeded on course to [planned destination]. Upon reaching a second cloud layer approximately FL200 we encountered icing again. The system initially appeared to work correctly. Shortly after the a-i activated; still in a climb; we received a-i 2 wing leak warning message. The first officer (pilot monitoring) identifies the message and at my request opens the QRH for that message. At this point in time; I transferred our duties of pm/PF so I can now run the QRH and work the radios. The QRH procedure did close the bleed 2 valves and isolate the wing anti ice; however the message remained. The synoptics page showed the wing 2 in amber; but wing temps in a normal range. I decided to call dispatch and maintenance over arinc. With anti ice inoperative we decided we would have to divert; dispatch was going to spend a minute looking at alternates; during that minute I had her put the maintenance controller on the line. Maintenance's answer to the remaining warning message was just to follow the QRH. The QRH does not address what to do if the message remains after the affected bleed is de-selected. Dispatch returned to the line; she stated that ZZZ1 was acceptable and approximately 60 NM behind us at this time. During the final few flight levels in the climb I noticed the bleed 1 temp continued to rapidly rise. It became concerning; especially since we still had a red leak message. We did manage to reach cruise of FL310; but very briefly (felt like just a few minutes). I could not locate the leak after isolating the wings; so suggested we descend. I conferred with the first officer and we decided that a bleed leak has a high chance of fire; and the situation could become dire. We decided [to advise ATC] and proceeding direct to ZZZ1 was the best course. I declared with ATC and advised of our intentions. ATC responded with some alternative airports that were closer to our position. I informed him that I don't have charts for the approaches of the ones he suggested. I did however review the airport diagram for ZZZ2; as ATC advised it was very close to our present position. I did copy down an ILS frequency and reported weather and the closed crossing runway NOTAM in case our leak emergency turned into an even more immediate condition. During the initial descent I attempted to troubleshoot the leak message again along with the rising bleed temperature. With wing a/I still off; I pushed in bleed 2 and the crossbleed valve and then deselected bleed 1. The wing leak message remained. I went back to the QRH configuration of bleed 1 on; bleed 2 and crossfeed back off. Even though the APU was off; I deselected that bleed source as well. It's mentioned in the QRH if it's system 1. During the descent; above FL200; we both noticed the cabin altitude began rising into the amber on the EICAS. I witnessed 8;800 ft cabin altitude; the first officer noticed it peaked as high as 9;600 ft at FL200. The masks were never deployed; and the system did kick back on as we continued to descend. I don't believe the pressurization was related to the bleed troubleshooting above. I paid close attention to the cabin altitude while I was selecting and deselecting the buttons. The cabin altitude spike occurred much lower than the troubleshooting. Around FL200 is when I called for an emergency descent; however at that time our terrain clearance altitude was 17;000 ft and we were in a rapid descent already. The qrc was not pulled for the descent. I did alert the flight attendants using the emergency call button while in the descent. I advised them 'we have an [issue] and diverting to ZZZ2; we will be on the ground in less than 10 minutes.' at this point we have accrued a leak message (that remains); what appears to be a rapidly rising bleed temp (although no message yet); and now a cabin pressurization issue (amber). These compounding issues increased our urgency to get the aircraft on the ground. We were still proceeding to ZZZ1; but center did advise us of ZZZ2 at 6 miles and 9 o'clock. We became visual and spotted the runway. We decided at that time that ZZZ2 was a quicker and safe alternative. The airport; ZZZ2; had a clean; dry runway in visual conditions and is much closer than ZZZ1. We accepted the visual from center and entered a left downwind for runway xx. At this time we transferred controls again so I would complete the emergency landing. Upon checking in on CTAF; the airport operations responded with 'winds calm; runway is clear; the taxiways have thin patches of ice'. The landing was normal; but with higher than normal braking. We cleared the runway and I made a cabin announcement stating we had made an emergency landing but the aircraft was safe to remain on and to follow the flight attendants instructions. Company operations were very good and had a jetway for us immediately.

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Original NASA ASRS Text

Title: E175 Captain reported multiple issues with Engine Bleed Air and Pneumatic Duct Leak as well as a cabin pressurization.

Narrative: Upon descent and approach [to ZZZ] we received an A-I WING FAIL caution message. We ran the QRH; message remained and we landed uneventful. Maintenance was dispatched and ran their procedure to clear the message. I started this leg as Pilot Flying (PF); but once the warning message appeared I transferred the controls to the FO (First Officer). We did transfer them back for the landing. During climb out around 14;000 FT MSL we again received the A-I WING FAIL caution. The FO ran the QRH; this time the message cleared. We exited the top of the cloud layer and all was normal; we proceeded on course to [planned destination]. Upon reaching a second cloud layer approximately FL200 we encountered icing again. The system initially appeared to work correctly. Shortly after the A-I activated; still in a climb; we received A-I 2 WING LEAK warning message. The FO (Pilot Monitoring) identifies the message and at my request opens the QRH for that message. At this point in time; I transferred our duties of PM/PF so I can now run the QRH and work the radios. The QRH procedure did close the bleed 2 valves and isolate the wing anti ice; however the message remained. The synoptics page showed the wing 2 in AMBER; but wing temps in a normal range. I decided to call Dispatch and Maintenance over ARINC. With Anti Ice inoperative we decided we would have to divert; dispatch was going to spend a minute looking at alternates; during that minute I had her put the Maintenance Controller on the line. Maintenance's answer to the remaining warning message was just to follow the QRH. The QRH does not address what to do if the message remains after the affected bleed is de-selected. Dispatch returned to the line; she stated that ZZZ1 was acceptable and approximately 60 NM behind us at this time. During the final few flight levels in the climb I noticed the Bleed 1 temp continued to rapidly rise. It became concerning; especially since we still had a red LEAK message. We did manage to reach cruise of FL310; but very briefly (felt like just a few minutes). I could not locate the leak after isolating the wings; so suggested we descend. I conferred with the FO and we decided that a bleed leak has a high chance of fire; and the situation could become dire. We decided [to advise ATC] and proceeding direct to ZZZ1 was the best course. I declared with ATC and advised of our intentions. ATC responded with some alternative airports that were closer to our position. I informed him that I don't have charts for the approaches of the ones he suggested. I did however review the airport diagram for ZZZ2; as ATC advised it was very close to our present position. I did copy down an ILS frequency and reported weather and the closed crossing runway NOTAM in case our LEAK emergency turned into an even more immediate condition. During the initial descent I attempted to troubleshoot the leak message again along with the rising bleed temperature. With wing A/I still off; I pushed in Bleed 2 and the crossbleed valve and then deselected Bleed 1. The wing leak message remained. I went back to the QRH configuration of Bleed 1 on; Bleed 2 and crossfeed back off. Even though the APU was off; I deselected that bleed source as well. It's mentioned in the QRH if it's system 1. During the descent; above FL200; we both noticed the cabin altitude began rising into the amber on the EICAS. I witnessed 8;800 FT cabin altitude; the FO noticed it peaked as high as 9;600 FT at FL200. The masks were never deployed; and the system did kick back on as we continued to descend. I don't believe the pressurization was related to the bleed troubleshooting above. I paid close attention to the cabin altitude while I was selecting and deselecting the buttons. The cabin altitude spike occurred much lower than the troubleshooting. Around FL200 is when I called for an emergency descent; however at that time our terrain clearance altitude was 17;000 FT and we were in a rapid descent already. The QRC was not pulled for the descent. I did alert the flight attendants using the emergency call button while in the descent. I advised them 'we have an [issue] and diverting to ZZZ2; we will be on the ground in less than 10 minutes.' At this point we have accrued a LEAK message (that remains); what appears to be a rapidly rising bleed temp (although no message yet); and now a cabin pressurization issue (amber). These compounding issues increased our urgency to get the aircraft on the ground. We were still proceeding to ZZZ1; but Center did advise us of ZZZ2 at 6 miles and 9 o'clock. We became visual and spotted the runway. We decided at that time that ZZZ2 was a quicker and safe alternative. The airport; ZZZ2; had a clean; dry runway in visual conditions and is much closer than ZZZ1. We accepted the visual from Center and entered a left downwind for Runway XX. At this time we transferred controls again so I would complete the emergency landing. Upon checking in on CTAF; the airport operations responded with 'winds calm; runway is clear; the taxiways have thin patches of ice'. The landing was normal; but with higher than normal braking. We cleared the runway and I made a cabin announcement stating we had made an emergency landing but the aircraft was safe to remain on and to follow the flight attendants instructions. Company operations were very good and had a jetway for us immediately.

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.