Narrative:

Climbing out of ZZZ a 'bleed 1 leak' warning is presented on the EICAS. The warning message clears on its own in less than 10-15 seconds. We chalk it up to a spurious warning (previous log entries for this situation were noted on preflight as corrected). Continuing climb to FL260 the 'bleed leak 1 warning' returns and does not clear this time. The first officer was flying so I pulled the abnormals checklist and started the procedure by shutting down the #1 bleed valve and advised ATC we needed to descend to below FL250. The 'bleed 1 warning' cleared as expected in about 2 minutes. ATC of course asked if there were any problems and I advised them of situation and that we would continue to our planned destination (location now abeam ZZZ1). Shortly following; about 3-4 minutes;the 'bleed leak 1' warning returns. The checklist now directs a shutdown of the #2 bleed system. ATC is advised of our need to descend to 10;000 ft since we will now be without pressurization. ATC quickly clears us to FL180 then 10;000 ft. ATC is then advised of our decision to return to ZZZ and they ask if we are declaring an emergency. I advise them no; we will just return unpressurized at 10;000 ft. The 'bleed 1 leak' warning is cleared following the shutdown of the second bleed. ATC now has us heading northeast back to ZZZ. Dispatch is advised of the situation via ACARS 'returning to ZZZ both bleed systems shutdown'. Flight attendant is also advised of return to ZZZ although I didn't fill her in on the details at that moment as ATC was calling and that I'd get back to her in a few minutes. ZZZ1 is now off of our left wing about 10-15 miles distant. Shortly after ATC issues us a route back to ZZZ the 'bleed 1 warning' returns. The checklist in summary at this point directs a engine shutdown. We briefly consider the possibility of a faulty bleed leak sensor however the checklist doesn't allow for any leeway here. The #1 engine is shutdown; ATC is advised and an emergency is declared with our desire to divert to ZZZ1. Dispatch is advised via ACARS. The flight attendant; god bless her; held me to my word and when she didn't hear from me in the few minutes that was previously mentioned; called me back. She was advised of the changed situation; that we would be landing in 7-8 minutes and to plan for a normal arrival and landing. ATC very quickly had us set up for a final to runway 26L. In fact we asked for some delaying vectors so as to run the required procedures and checklists. As we established on final the first officer and myself switched duties and I landed the aircraft as crash fire rescue equipment was standing by. Normal taxi to terminal. On an overall evaluation I would follow the same course of action again. On a segment by segment evaluation there is room for improvement. The first officer did a good job flying and controlling the unpressurized descent so as to balance the climbing cabin altitude against passenger comfort. The cabin reached 10;700 ft at its highest point (cabin altitude at FL240 was 3900 ft when the situation started). The flight attendant having flown with me many times realized a changing situation when I didn't get back to her and thus became proactive with the situation. In my haste some unforced errors were made in that a couple of checklist items were missed following the engine shutdown. The coordination with the crew on my part could also have been better. The final take way for me is that for future events any errors will most likely be self induced. Also ATC was great; my thanks to center and approach. According to maintenance it was a faulty bleed leak sensor.

Related reports:

Google
 

Original NASA ASRS Text

Title: EMB135 flight crew experienced 'Bleed Leak 1 Warning' climbing to FL260. Attempts to remedy the situation are unsuccessful and the affected engine was shut down. Crew diverted to the nearest suitable airport for a single engine landing.

Narrative: Climbing out of ZZZ a 'bleed 1 leak' warning is presented on the EICAS. The warning message clears on its own in less than 10-15 seconds. We chalk it up to a spurious warning (previous log entries for this situation were noted on preflight as corrected). Continuing climb to FL260 the 'bleed leak 1 warning' returns and does not clear this time. The First Officer was flying so I pulled the abnormals checklist and started the procedure by shutting down the #1 bleed valve and advised ATC we needed to descend to below FL250. The 'bleed 1 warning' cleared as expected in about 2 minutes. ATC of course asked if there were any problems and I advised them of situation and that we would continue to our planned destination (location now abeam ZZZ1). Shortly following; about 3-4 minutes;the 'bleed leak 1' warning returns. The checklist now directs a shutdown of the #2 bleed system. ATC is advised of our need to descend to 10;000 FT since we will now be without pressurization. ATC quickly clears us to FL180 then 10;000 FT. ATC is then advised of our decision to return to ZZZ and they ask if we are declaring an emergency. I advise them no; we will just return unpressurized at 10;000 FT. The 'bleed 1 leak' warning is cleared following the shutdown of the second bleed. ATC now has us heading northeast back to ZZZ. Dispatch is advised of the situation via ACARS 'returning to ZZZ both bleed systems shutdown'. Flight attendant is also advised of return to ZZZ although I didn't fill her in on the details at that moment as ATC was calling and that I'd get back to her in a few minutes. ZZZ1 is now off of our left wing about 10-15 miles distant. Shortly after ATC issues us a route back to ZZZ the 'bleed 1 warning' returns. The checklist in summary at this point directs a engine shutdown. We briefly consider the possibility of a faulty bleed leak sensor however the checklist doesn't allow for any leeway here. The #1 engine is shutdown; ATC is advised and an emergency is declared with our desire to divert to ZZZ1. Dispatch is advised via ACARS. The Flight Attendant; God bless her; held me to my word and when she didn't hear from me in the few minutes that was previously mentioned; called me back. She was advised of the changed situation; that we would be landing in 7-8 minutes and to plan for a normal arrival and landing. ATC very quickly had us set up for a final to Runway 26L. In fact we asked for some delaying vectors so as to run the required procedures and checklists. As we established on final the First Officer and myself switched duties and I landed the aircraft as CFR was standing by. Normal taxi to terminal. On an overall evaluation I would follow the same course of action again. On a segment by segment evaluation there is room for improvement. The First Officer did a good job flying and controlling the unpressurized descent so as to balance the climbing cabin altitude against passenger comfort. The cabin reached 10;700 FT at its highest point (cabin altitude at FL240 was 3900 FT when the situation started). The Flight Attendant having flown with me many times realized a changing situation when I didn't get back to her and thus became proactive with the situation. In my haste some unforced errors were made in that a couple of checklist items were missed following the engine shutdown. The coordination with the crew on my part could also have been better. The final take way for me is that for future events any errors will most likely be self induced. Also ATC was great; my thanks to Center and Approach. According to maintenance it was a faulty bleed leak sensor.

Data retrieved from NASA's ASRS site as of April 2012 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.