Narrative:

During initial climb near 4500 ft we received a caution of 'bleed 1 overpress.' we followed the QRH procedures and advised ATC we needed to level off at a lower than previously assigned altitude. Note: the QRH procedures calls for reducing engine thrust to idle if the cycling of the valve is unsuccessful and a subsequent one engine inop approach procedure. We requested delay vectors back to the airport. I called the cabin crew and made an announcement to the passengers; an ACARS message was sent to dispatch and I called ZZZ operations and told them of our need for a return and gate. We discussed the winds in ZZZ and felt that a visual approach to runway xx would be best due to a strong crosswind component on the currently in use runways (yyc and yyr). Landing data was calculated for runway xx; and a visual approach was performed without incident. After clearing the runway a passenger announcement was made and we coordinated with crash/rescue per their request to do a quick visual check of the aircraft for any signs of damage/fire which there was none. We shut down the number one engine at this time per crash/rescue request. We then taxied back to the gate.

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Original NASA ASRS Text

Title: EMB-175 flight crew reported they received a Bleed 1 overpressure caution message during climb. They successfully returned to the departure airport.

Narrative: During initial climb near 4500 ft we received a caution of 'Bleed 1 Overpress.' We followed the QRH procedures and advised ATC we needed to level off at a lower than previously assigned altitude. Note: the QRH procedures calls for reducing engine thrust to idle if the cycling of the valve is unsuccessful and a subsequent one engine inop approach procedure. We requested delay vectors back to the airport. I called the cabin crew and made an announcement to the passengers; an ACARS message was sent to dispatch and I called ZZZ operations and told them of our need for a return and gate. We discussed the winds in ZZZ and felt that a visual approach to Runway XX would be best due to a strong crosswind component on the currently in use runways (YYC and YYR). Landing data was calculated for Runway XX; and a visual approach was performed without incident. After clearing the runway a passenger announcement was made and we coordinated with Crash/Rescue per their request to do a quick visual check of the aircraft for any signs of damage/fire which there was none. We shut down the number one engine at this time per Crash/rescue request. We then taxied back to the gate.

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.