ERJ-170 flight crew reported the need to divert due to a Cabin ALT HI annunciation and then subsequently receiving a BLEED 2 OVER PRESS annunciation on short final.
Synopsis
ERJ-170 flight crew reported the need to divert due to a Cabin ALT HI annunciation and then subsequently receiving a BLEED 2 OVER PRESS annunciation on short final.
Narrative
Event takes place after CABIN ALTITUDE HI and diversion to ZZZ. After completing QRC/QRH for the CABIN ALTITUDE HI EICAS message and handling a diversion to ZZZ to land the aircraft around 1;000 pounds overweight; we began the approach for Runway XX into ZZZ. CA (Captain) and I configured the aircraft for a flaps full landing per the QRH procedure for overweight landing. At some point during the approach the auto throttles were turned off and the PF (Pilot Flying); the CA; was adjusting them manually. During the approach around 1;000 feet we got an EICAS message for a BLEED 2 OVER PRESS. Being we were at 1;000 feet and about to land; the CA and I decided to continue with the approach and worry about the overweight landing as we believed the EICAS message was due to adjusting the throttles too quickly. We did not run the QRH procedure. Looking at the QRH procedure after the event we wouldn't have had time to run the checklist for it anyway as per a flight tracking app; we were on the ground in about 60 seconds after the time we got the EICAS message. The first step in the associated QRH procedure was to turn the associated bleed off for 60 seconds and wait. I feel that with both of our attentions set on the QRH procedure it would've made it unsafe at such a critical phase of flight. As it was important for the CA to land the airplane between a set parameter listed in the QRH for an overweight landing and my job as PM (Pilot Monitoring) to monitor the vertical speed to comply with the QRH to prevent any damage to the aircraft. Let it be noted that because of our focus on the overweight landing; the CA was well within limits of the overweight landing procedure and honestly it was the best Flaps FULL landing I've ever witnessed. I don't think with our attention elsewhere we would've been able to accomplish the task at hand to the best of our ability. The QRH also says for the BLEED 2 OVER PRESS to request priority handling and land at the nearest suitable airport which we already doing at the time due to the CABIN ALTITUDE HI QRH procedure. We landed the aircraft; taxied to the gate and wrote up the item in the maintenance logbook.
Second reporter narrative
During a previously received priority handling; due to depressurization and subsequent diversion to ZZZ; we received a BLEED 2 OVER PRESS EICAS message on final approach. This message was received shortly before the final approach fix and was associated with a large/rapid power adjustment. Due to the [urgent situation] and Dump Button selection; both packs were selected off and we planned a flaps full landing. With the selection of flaps full position; the airspeed reduction was more rapid than I anticipated. To recover; I advanced the thrust levers from a nearly flight idle position to an almost full thrust position. This thrust advancement triggered the BLEED 2 OVER PRESS EICAS message. Since we were in the landing phase of an urgent situation I elected to continue the approach and land. After landing we got wrapped up in coordinating where we're were to go and gate assignment the Bleed OVER PRESS QRH procedure was never completed. Once at the gate; both Dispatch and Maintenance were notified by telephone. Contract Maintenance was dispatched and resulted in a BLEED 2 MEL.Regardless of what I think caused the condition or what the condition might be associated with; always take your time. If I elected not to execute a go around; I should have stopped the airplane once clear of the runway and ran the associated QRH procedure. Careful execution of the QRH procedure would stabilize the incident and possibly prevent further damage.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.