A220 flight crew reported Bleed system failure inflight.

Narrative

At approximately XA:00 while operating flight ABC ZZZ1-ZZZ; somewhere between ZZZ2 and ZZZ3; we received a Right Bleed Fail master caution and EICAS message. I was the pilot flying (PF) and transferred controls to Person A in order to begin running the electronic checklist (ECL). The ECL directed us to turn off both the bleed and associated ( right) pack and descend to 31;000 ft or below. While running the ECL; Person A coordinated with ATC to begin that descent. One of the last items in that ECL is to leave and avoid icing conditions which became our next problem. The weather in ZZZ was low overcast and rain with temps at approximately 3 degrees celsius. From what we could see as we were above the layer at that point; there was a solid 'blanket' of clouds and scattered precip around the entire east coast. Our immediate concern was that we wouldn't be able to avoid icing conditions as directed by the ECL if we continued to ZZZ. While getting Dispatch and Maintenance Control patched in via SATCOM; I asked to Person A to ask ATC if we could slow and not continue descending into any of the weather as we were just about to join up on the ZZZZZ arrival over ZZZ3. After a quick concurrence with Maintenance Control; the associated right bleed and pack would have to remain off as directed by our checklist which left us to game plan with Dispatch. Our Dispatcher did a fantastic job of quickly coming up with a plan as fuel could've become an issue had we delayed organizing and executing a plan. It was determined that in order to avoid any icing conditions; one of the closest and most logical diversion points was ZZZ4. The Dispatcher; myself; and Person A quickly concurred that the weather looked good there as clear skies were being reported on the ATIS. We promptly notified ATC and made the westbound turn for ZZZ4 just after passing ZZZ3. Person A continued to fly the airplane and handle ATC communications for about the next 20 minutes while I coordinated with inflight; reprogrammed the box for ZZZ4; and made sure everything was covered in our manual diversion guide. We gave inflight an advisory due to it being an abnormal situation; but told them to prepare the cabin normally and that we would have about an hour from the point of diversion before arriving in ZZZ4. I then notified the customers and tried to reasonably explain to them the situation. About 15 minutes from ZZZ4 we passed over the western edge of that weather system and it was the first clear skies we had seen; so it was assured at that point we could avoid any icing. We completed a normal landing without any further issue and proceeded to hold on Taxiway 1 in ZZZ4 where we spent the better part of the next hour on the phone with Operations and Dispatch coordinating a plan. The passengers were kept notified every 10-15 minutes and were allowed to get up and use the facilities if needed. After about 1 hour on the ground; a third party business partner was able to pull us into Gate XX and attach the jetbridge. Upon arrival contract Maintenance was standing by and was able to apply an MEL to that bleed which would subsequently allow us to depart. A fantastic coordination between system operations and business partners allowed a quick response once at the gate to re Dispatch us to ZZZ. The customers were kept well informed with multiple PAs and also given the option to deplane if they wanted. The decision was made though to keep them on the aircraft if they wished to continue as we weren't at a normal gate with our typical staff. The station manager luckily was able to make it in to assist the situation and coordinate with the business partners who handled us. We did have one customer who wished to deplane; and the station manager was able to use her laptop to access SABRE and make that change to load planning so that we could depart. We blocked out from ZZZ4 at XD:37 and completed a normal flight to ZZZ under the same flight number.