Narrative:

We were descending into ZZZ with bleed 1 deferred and expectation of some turbulence and showers as a weather system was passing through the area. It was night; but we could see the tops of the clouds at around 13;000 feet. As we entered one of those clouds; we got ice condition and stall prot ice speeds; followed by the full complement of engine and wing anti-ice systems turning on. A minute or two after; we got the EICAS message 'bleed 2 fail;' which left us without any pressurization system. I was sitting right sight conducting captain training; and the captain candidate wanted to run the QRH; so he delegated flying and radio responsibilities to me and ran the QRH; which I felt was appropriate. As he was looking up the procedure; we also received the message 'a-I wing fail;' and asked which procedure I wanted to run. I called for the bleed fail QRH first; as systems logic would suggest that the a-i system had likely failed due to lack of any bleed supply. A quick look at the a-i synoptic page also showed that values were only closed; not failed. I also figured that the remaining bleed had probably kicked off due to high demand imposed by the anti-ice system and pack systems; and that a quick reset would likely be successful; and fix the a-i problem as well. While he ran the QRH; I quickly assessed our larger problem; which was that we were not pressurizing and at risk of picking up icing without protection. We were descending through approximately 12;000 feet into ZZZ; but the cabin altitude had already been dropped down to 1;400 feet; and was climbing at only a couple hundred FPM; so we were fine there. Plus; we had the APU as a backup in the worst case the bleed reset didn't work. The ice condition EICAS message was not present; nor did a quick check with my flashlight out the front window indicate we were picking up more icing. It was pretty warm out; and I suspected the icing we had picked up was just in the tops of the sporadic cumulus clouds we had just seen. So I waited to see the outcome of the QRH resets before addressing the icing risks further. Seconds later; the captain candidate finished the bleed fail QRH; which was successful; and pressurization was restored. He then followed the a-i wing fail QRH to a successful reset; and our icing protection was also restored. After those QRH's were complete; we were back to normal operations; and duties were returned. We landed shortly thereafter and wrote both irregularities up in the logbook.

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Original NASA ASRS Text

Title: EMB-175 Captain reported a bleed air system failure on approach that was fixed by a system reset.

Narrative: We were descending into ZZZ with Bleed 1 deferred and expectation of some turbulence and showers as a weather system was passing through the area. It was night; but we could see the tops of the clouds at around 13;000 feet. As we entered one of those clouds; we got ICE CONDITION and STALL PROT ICE SPEEDS; followed by the full complement of engine and wing anti-ice systems turning on. A minute or two after; we got the EICAS message 'BLEED 2 Fail;' which left us without any pressurization system. I was sitting right sight conducting Captain training; and the Captain candidate wanted to run the QRH; so he delegated flying and radio responsibilities to me and ran the QRH; which I felt was appropriate. As he was looking up the procedure; we also received the message 'A-I WING FAIL;' and asked which procedure I wanted to run. I called for the BLEED FAIL QRH first; as systems logic would suggest that the A-I system had likely failed due to lack of any Bleed supply. A quick look at the A-I synoptic page also showed that values were only closed; not failed. I also figured that the remaining bleed had probably kicked off due to high demand imposed by the ANTI-ice system and PACK systems; and that a quick reset would likely be successful; and fix the A-I problem as well. While he ran the QRH; I quickly assessed our larger problem; which was that we were not pressurizing and at risk of picking up icing without protection. We were descending through approximately 12;000 feet into ZZZ; but the cabin altitude had already been dropped down to 1;400 feet; and was climbing at only a couple hundred FPM; so we were fine there. Plus; we had the APU as a backup in the worst case the Bleed reset didn't work. The ICE CONDITION EICAS message was not present; nor did a quick check with my flashlight out the front window indicate we were picking up more icing. It was pretty warm out; and I suspected the icing we had picked up was just in the tops of the sporadic cumulus clouds we had just seen. So I waited to see the outcome of the QRH resets before addressing the icing risks further. Seconds later; the Captain candidate finished the Bleed Fail QRH; which was successful; and pressurization was restored. He then followed the A-I Wing Fail QRH to a successful reset; and our icing protection was also restored. After those QRH's were complete; we were back to normal operations; and duties were returned. We landed shortly thereafter and wrote both irregularities up in the logbook.

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.