EMB ERJ 145 ER/LR
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Troubleshooting
Aircraft Equipment Problem Less Severe; Inflight Event / Encounter Weather / Turbulence
Flight Crew Took Evasive Action; General Maintenance Action
Aircraft; Weather
At LEX; the crew noted that a Winter Storm had covered the entire Central US from Texas to New England with ice and snow covering the East Coast. The only part of our route area in the clear was the [destination] area; and we noted that icing would not be an issue once [near our destination airport]. The temperature in LEX was 8 degrees F with a 300 foot ceiling; and there was moderate rain; so and icing takeoff was planned. The takeoff and initial climb were uneventful until reaching around 13;000 feet MSL where icing conditions were encountered followed by an EICAS (Engine Indicating and Crew Alerting System) warning for Bleed Overtemp. When the ECS (Environmental Control System) page was pulled up on the MFD (Multi-Function Display); it indicated the temperature was in the red zone. The First Officer requested a climb above the ice and the crew leveled at 15;000 feet MSL and clear of ice. The QRH procedure; Bleed Overtemp and Single Bleed Ops in Icing Conditions; was called for; and it directed the crossbleed to be opened and the Bleed Valve #2 to be closed. At that time; both the Bleed 1 and 2 Overtemp sounded; and the temperature indicators indicated both were in the red. The Captain decided that [advising ATC] was necessary and reduced the thrust as much as practical; However; at that time; the icing conditions were exited; and all indications and temperatures returned to normal in the white range. It was determined that nowhere within several states could the aircraft divert and land without entering icing conditions; and that climbing higher out of the overcast was the best option. The crew elected to climb to FL250 and continue the flight without declaring an emergency after it was determined no damage had been incurred to the aircraft and that the weather did not clear until reaching [the destination area]. Around West Virginia; the clouds were topping FL300; and it was decided that to stay out of icing; the aircraft would have to climb. The Captain directed the First Officer to try opening Bleed #2; at which time all indications and temperatures were normal. The flight climbed to FL330 in continuous light to moderate chop turbulence and completed the flight to [our destination] uneventfully. The entire crew including the Flight Attendant were briefed on the situation and the probability of declaring an emergency enroute if icing conditions were encountered; and [several nearby airports] were considered as emergency alternates. One other note worth mentioning was that after Dispatch was informed via ACARS; the ACARS froze up; and the workload and situation did not warrant calling Maintenance on [Commercial Radio]. The winter storm covering the entire Midwest and East Coast with icing; turbulence; and cloud tops to FL300 presented a challenge for exiting icing conditions. Had there been a situation where the temperature of the bleeds stayed high or a fire occurred; reentering icing conditions and landing down to near minimums would have been a challenge. By exercising the Captain's authority to reset the Bleed #2 valve; the Captain is very unsure if a further emergency condition could have been caused and is rehashing this action after the fact. In departing widespread winter conditions with icing; turbulence; and high traffic congestion; escape routed need to be as much of the pre-flight briefing as all other factors. In situations like named winter storms where multiple states are covered; and escape routes would require extra fuel to leave 'an out;' this needs to be addressed. We encountered an element of surprise today. It was fortunate that the flight crew discussed how fortunate we were that [our destination] was the only area in the clear out of icing conditions prior to leaving LEX.
At start of duty day operating flight from LEX; crew noted a Winter Storm covered much of Central US along our flight path to the Northeast. Crew noted just precipitation in the [destination] area so icing shouldn't be an issue going into [our destination airport]. Local weather in LEX at departure time was 8 degrees F; light rain; and 300 feet ceiling so an icing takeoff was planned. Takeoff and initial climb were uneventful until reaching 13;000 feet MSL. Icing conditions were encountered followed by an EICAS (Engine Indicating and Crew Alerting System) Warning Message of Bleed 2 Overtemp. CA (Captain) pulled up the ECS (Environmental Control System) page and temperature indicating in the red. FO (First Officer) requested a climb to 15;000 feet MSL to get above the ice and in the clear. FO ran the QRH procedure for Bleed Overtemp and Single Bleed Ops in Icing Conditions. Procedure called for crossbleed to be opened and Bleed 2 Valve closed. Immediately after both Bleed 1 and 2 temperature indicators went into the red and crew received Bleed 1 Overtemp. However we were exiting the icing conditions and all indications and temperatures returned to normal. It was determined that nowhere within our surrounding states could the aircraft divert and land without encountering icing conditions. Crew elected to keep climbing out of the overcast layer as best option so climbed to FL250 and continue the flight without declaring an emergency as all indications appeared normal and no damage to aircraft. Crew thought process also discussed no icing in [the destination area]. As crew entered West Virginia; clouds were starting to top FL300 and in order to avoid potential icing aircraft would need to climb. CA directed FO to try opening Bleed 2 at which all indications and temperatures were normal. Aircraft climbed to FL330 in continuous light chop and continued to [our destination]. CA briefed FA (Flight Attendant) of the situation and that we were continuing to [our destination]. Crew discussed if icing was encountered during arrival; [several airports] were alternates as well as [advising ATC]. Crew spoke with ATC about any icing on the Arrival and no one in front of the aircraft had encountered any. ACARS also froze up on us after notifying Maintenance and the busy workload and situation did not warrant us using [Commercial Radio]. Threat was the Master Warning message of Bleed Overtemp in Icing Conditions and need to get out of icing as quickly as possible. The winter storm covering our route of flight with cloud tops of FL300 presented a challenge to exit these conditions. If we reentered icing conditions; then the temperatures would have jumped into the red again or perhaps caused a fire. Ceilings in this area were also low IFR so that would create more challenges. CA exercised authority to reset Bleed 2 valve to gain more altitude once as indications on ECS appeared normal. Regretfully mechanical issues do happen. Given the widespread winter conditions of icing; low ceilings and turbulence; escape planning should have been discussed more in the pre-flight briefing. With these named storms escape routes and extra fuel should be addressed. We were surprised by these events and the mechanical issue and had discussed how fortunate we were that the [destination] area hadn't been reporting any icing prior to our departure from LEX.
EMB-145 flight crew reported receiving a Bleed Overtemp Warning while in icing conditions.