Flight Crew Air Transport Pilot (ATP)
Communication Breakdown; Confusion; Human-Machine Interface; Training / Qualification
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown
Aircraft Equipment Problem Dissipated; Flight Crew Diverted
Aircraft; Human Factors
While taxiing to the runway EICAS momentarily had an ICE COND-ANTI ICE INOP message. I asked the First Officer to run the QRH for the message. Unfortunately; the QRH procedure was performed incorrectly. Part of the statement in the QRH said that if the message disappeared within 60 seconds we could continue. We did not perform the proper QRH procedure to test the system and possibly clear the message. The message had disappeared on its own within 60 seconds. As a result we took off and while climbing out noticed that the EICAS had 2 advisory messages: ICE COND and SPS/ICE SPEEDS. There were also four open inscriptions on the ICE PROTECTION PANEL: ENG AIR INLET; WING and STAB. We were in VMC and only briefly encountered precipitation. I contacted Maintenance Control and discussed with them the messages on the EICAS and the open inscriptions. Maintenance directed us to attempt to clear the messages but we were unsuccessful. Next we were told that if we could remain out of icing conditions we could continue to destination and that they would talk with Dispatch.As the flight progressed we noted that the performance of the aircraft and the fuel burn were not what we expected them to be. As we got further south the number that we felt was accurate had us landing with 900 [LBS] of fuel total. We sent many updates to Dispatch with our current fuel numbers and they came back with us landing with a much higher number. I was unsure if they were taking into account the issue we were having with the ANTI ICE System. Ultimately; we decided that the safest course of action would be to make a fuel stop. As we were descending toward our diversion airport to get fuel the aircraft was not decelerating as it would normally and noted that N1 was at 58%. At that point we declared an emergency and requested landing on the airport's longer runway. When the gear was extended the Anti Ice messages went away and we landed and taxied to the gate. Today I learned to insure that QRH prodecures are properly executed and that I need improve my knowledge of [the aircraft's] system logic.
An EMB-145 flight crew failed to conduct the checklist for an EICAS ice system message when it disappeared on its own prior to takeoff. After takeoff additional EICAS and ICE protections messages illuminated and fuel burn became excessive to the point they decided to land short of their destination for fuel.