Regional Jet 900 (CRJ900)
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Workload; Time Pressure
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Weather / Turbulence
Flight Crew FLC complied w / Automation / Advisory; Flight Crew Overcame Equipment Problem; General Maintenance Action
Aircraft; MEL; Procedure
We arrived to the gate and waited for maintenance to work on the plane. Once they finished and all the paper work was legal we reviewed all the MEL and do the procedures to accomplish the pre departure; we noticed that the weather will be cold in ZZZ and we were sure that the wing anti ice system will not affect our operations.The Check Airman told me to do an GPS approach on Runway XX and be signed with the item during training. We build the approach on the FMS and I briefed the GPS XY approach and we took the special considerations about weather and turning on the wing anti ice and cowl anti ice system; the top of the clouds were at 3;900 feet. Before get into bad weather conditions we turned on the wing and cowl anti ice and was working in proper way; but once we touch the top of the clouds at 3;800 feet the left wing anti ice amber message appears. I said to the Check Airman 'my controls; my radios; run QRH for left wing anti ice' few seconds after the right wing anti ice amber message appears; we run the QRH and left ice conditions with a Go Around; we were instructed to 3000 feet and we used the approach power to climb because the TOGA power set was not enough; we noticed that the windshield wiper was with about one inch of ice and the plane feels heavier; at 3;000 we were still on icing conditions so we asked for high altitude. They gave us 6;000 feet. Once we cleared the clouds we asked for a hold to check the weather around. We build the hold and once in the hold we re run the QRH and look for different airports; ZZZ1 was overcast 1000 ft.; ZZZ2; ZZZ3 and all the airports nearby were with the same weather.Once we were on the air and over 10;000 ft. we checked the wing anti ice system and it was working in proper way; and we decided to continue to ZZZ because we did not have any indications about system working in not proper way. We flew fast to go back on time for passengers comfort.Once on the holding we [advised ATC] and asked for assistance on the ground. We build the ILS approach Runway XZ and briefed to land at flaps 20 after running the QRH for ice dispersal procedure and the Check Airman took controls over the situation; we briefed that the spoilers will be deployed because we need extra power to keep the engines keeping hot the wings and dissipate the ice. Once established on the localizer I switch to green needles and we realized that we did not transfer the autopilot so we transferred to the right seat and continued the approach. We brief that the spoilers will be out during icing conditions to keep high thrust setting. We stowed the spoilers once out of icing conditions and that was about 700 feet. Then standards call outs at 500 feet and 100 above. We landed inside the touch zone. Do not dispatch airplanes with any anti ice system deferred if is know ice conditions
We received this airplane late; our original airplane was reassigned to a different flight. When this aircraft arrived the deplaning crew said that they had a wing anti ice message followed by a wing overheat caution. Maintenance was on the way. Maintenance deferred the valve under 30-XX-XX-X and we departed into known icing conditions; it was legal per the Mel. This Mel only provides one bleed source to heat both wings via the cross valve We departed no issues; above 10000 feet we elected to turn on all the anti ice at both climb and cruise power setting. The anti ice worked for all power setting and for a least one minute in VMCWe flew fast for passenger accommodation; the weather at our destination wasn't great but it wasn't horrible either. We were planning on doing an Rnav approach so I could sign the student off on non precision approach. The weather stayed consistent with the winds dying slightly but still gusty. We briefed requested and accepted the rnav Runway XX. The winds at the time may have been 250 with winds possibly above 13 or 17. The crosswind factor vs head wind factor was the reason we accepted the shorter runway; we still had 7000 feet of pavement with a significant headwindAgain ceiling were approximately 3300 to 900ish. We were vectored for the approach. We anchored the fix appropriately and were setup correctly I the fms for a baro approach; life is looking good we are going to get this guy signed off.We were descending on the base into IMC and completely configured before going into IMC we were on ref and somewhere between the base turn and the 45 degree to intercept the course and cleared for the approach we received our first l wing anti ice message. ICE was very closely displayed annunciated and building on the wipers at the same time. The ice was building fast. As we were establishing but cleared for the approach we got the second wing anti ice caution. We were also approaching ZZZZZ but still on the intercept but fms had captured. Somewhere in here I went for the qrh and assigned radios and flying duties. I had enough time to run the qrh to the point it said leave icing conditions. We went around and climbed using Approach thrust the airplane was very heavy and there was at least an inch of ice. We were cleared to 3000 feet by Tower. Executed go around set thrust; I pushed it to approach because of how heavy the plane felt and I could hear the ice outside; I knew it was covered in ice. Climbed [and] leveled at 3000 feet ice was still accumulating we were accelerating. Asked and got ZZZZZ1 from approach. As soon as we speed up in vmc the ice dispersed. We asked for vectors and eventually got a present position hold. In the hold we reran the qrh and followed the double wing anti ice Amber cautions messages into the ice dispersal procedure that eventually led us to land at flaps 20 with ref45 plus 20. Before we concluded that the best plan was flaps 20 we also asked Dispatch for any field that had a higher ceiling.  Then there was ZZZ1 that had nothing significantly better 010. We looked at ZZZ2; ZZZ3; ZZZ4; and ZZZ1 via acars; all not better then ZZZ. We decided that we didn't want to go for an unknown with 5600 pounds. Fuel at go around was approximately 6300 lbs. So we held accepted what we had to do and accepted that the procedure would keep our passengers safe. We built the approach briefed it used the ref from the 71000 lb card. We used the in flight landing distance and needed about 4900 feet. We were in contact with Dispatch; I dont think we told them of the hold but the hold was our doing so we could figure things out. We called the FAs (Flight Attendants) after the go around and gave them an everything is under control quick talk and did the same thing for the passengers. Before leaving the hold we had declared and asked for the trucks to roll and I gave the test items to the FAs with the instruction not to tell passengers what's going on and not to brace and weshould be on the ground in 9 minutes or less. The next chain of events was so fast that I don't remember their correct order or their correct deviations from non normal procedures that I did. We were going to do the ils to XY.I elected that I should make the landing and fly the approach so I took command of the autopilot. With all that was going on we forgot to transfer the autopilot; this error was discover by the other pilot at a very critical moment. The error that followed the failure to transfer was catching the glideslope approximately one to two miles after but not more then 200-300 feet. I used an abnormal procedure to fly this approach. We were an emergency aircraft and I wanted to stay high for as long as I could. I had figured at this time that the reason we were getting the messages for wing anti ice was because the icing conditions were so bad our wings weren't staying hot enough and causing the notification. I used vertical speed 0 and was joining the final approach course in white data planning/ relying on the auto transfer. I wanted to join in white because it's more accurate. What I didn't realize at the time was the other pilot was in green and when I went to approach mode the plane went to roll mode pitch mode; the other pilot hit the transfer button I switched to green and used vertical speed to catch the gs I had to set faf alt minus an amount less the. 500 greater then 300 for everything to sync.I stayed above the clouds to the last minutes to use approximately 2000 FPM in IMC. I descended at 200 with boards out flaps 20 and gear down to keep the wings hot. It worked for not long both messages popped up and you could hear and see the ice building rapidly. I kept the speed up and the power up with the boards out. We had briefed my use of the boards under 1000 feet. The other pilot was not to let me land with the board out or take his hand off boards till they were up. I flew the aircraft in the above non standard configuration and speed until about 900 feet when we saw the runway. I believe I was on speed ref45 plus 20 with the boards up by 800+/-200 feet. There was a float to the end of the touchdown zone we did land in the tdz but it was the end of the zone. I applied smooth firm brakes used max thrust till stopping assured below 60 cold emergency gave the airplane to the other pilot taxied to the gate without incident.I did an exterior inspection of the plane upon reaching the gate to only find minimal ice on the airframe. I did cross the numbers at ref45 plus 20. I did make an automation error. I did fly above the speed required on the approach to mitigate the ice. I did use a higher then normal descent rate to minimize the ice. We still got ice build up despite the efforts. I did think the ZZZ was the best bet for all factors involved. I do think the Mel needs to be changed. We did use the longest runway. I hound the have gone into icing with one anti ice source. Do not allow aircraft to be dispatched into known icing conditions under this MEL
CRJ-900 flight crew reported being dispatched into known icing conditions with an inoperative wing anti-ice system.