CRJ-550 flight crew reported a Brake Overheat Master Warning during the initial climb that was unresolved after completing troubleshooting procedures; resulting in a return to the departure airport.
Synopsis
CRJ-550 flight crew reported a Brake Overheat Master Warning during the initial climb that was unresolved after completing troubleshooting procedures; resulting in a return to the departure airport.
Narrative
Took off from Runway XL on the ZZZ. We were being vectored to ZZZZZ and were climbing to 6000 when we got the BRAKE OVERHEAT master warning.We leveled at 6000 and informed ATC of the brake overheat situation informing them that we needed to run the QRH.The left-hand brake sensor was in the red and the number was climbing as well as the BRAKE OVERHEAT aural message. The checklist called for us to slow below 220kts and extend the gear. As we were reducing speed; the aural warning sounded again which prompted me to extended the gear handle - after a second or two; I realized the speed was still around 230kts as it was dropping but we were still above 220kts so I replaced the gear handle in the up position immediately and deployed the speed brakes to assist in the speed reduction.A moment later I re-extended the gear and we got the 3 green down and locked indication. As per the QRH we monitored the BTMS (Brake Temperature Monitoring System) indicators; and the left-hand sensor did drop below 14 which allowed us to select the BTMS OVHT WARN RESET. The Flight Attendant called as I believe she heard the aural warning through the cabin door. I told her to standby; and that we were running a checklist for one of the brake sensors; and that I would be making a passenger announcement momentarily. We were flying at 190kts and the sensor had dropped to 4. Which allowed us to retract the gear - this was the end of the QRH at this time.I informed ATC that we had run the QRH and it looked like we may be able to continue the flight as the error had cleared. Moments after I had completed the transmission; we received the BRAKE OVWRHEAT master warning; as well as the aural warning a second time; and the sensor was back in the red.We re-ran the QRH; slowed back to below 220 and extended the landing gear. This time the brake sensor would not fall below 14.I informed ATC we had got the same error and would need vectors while we contacted company and ran the QRH - and that we would be returning to the airport. While running the QRH; ATC asked for FOB and souls on board and informed us that Tower had [given us priority handling] for us.I made an announcement to the passengers informing them that we had an issue with one of our brake sensors; the gear was down and locked and that we would be returning to the airport as per the checklist so that Maintenance could check the aircraft.Speed was kept at 190 and the brake sensor was fluctuating between 15 and 20.We set up for the ILS XXR; pen and inked ZZZ as the new destination with Dispatch; and ran the in range check. Dispatch was informed of the souls and fuel onboard. As per our fuel; we would be landing under 61000 lbs.Cleared for the approach and outside ZZZZZ1; I asked ATC if we could land long on the runway as I intended to use the thrust reversers for the majority of the braking. They OK'd this and informed us that the emergency vehicles would be meeting us by the runway.I was Pilot Monitoring until this point but informed the FO that I would be doing the landing. I made the landing utilizing thrust reversers and minimal right brake towards the end; exiting Runway XXR at Taxiway 1. We were told to proceed Taxiway 2 to Taxiway 3; hold short of XXR and given a discrete frequency to speak with the rescue vehicles. The fire truck asked us how we wanted to proceed. I informed them that the brake sensor was now down at 2; but would like them to go and inspect for any sign of it smoking etc. We had two minutes at idle at this point; and shut the left engine down for them to do so.I updated the passengers that the emergency crew was inspecting the brakes. They gave us the all-clear saying that the temperature seemed normal and we were cleared to taxi. Ops gave us Gate XX. We made sure everyone was seated and told Tower we were good to proceed. We taxied back to the ramp on one engine utilizing the thrust reverser for braking. I had the FO make a final announcement tothe passengers that we would be met by the gate agent at Gate XX and that we would be deplaning.Upon shutting down we were met by Maintenance. I updated the logbook and called Dispatch and then Maintenance.We were then met by Maintenance at the plane who I briefed on the 2 brake overheat incidents; as well as the initial retraction of the gear when slightly over 220. We switched planes and completed the flight to ZZZ1.
Second reporter narrative
On the ZZZ departure while on radar vectors to ZZZZZ climbing to 6000' the Brake OVHT warning and aural tone alerted crew. Left outboard BTMS (Brake Temperature Monitoring System) was indicating an overheat. Crew leveled off at 6000' and began to run the QRH. ATC was notified and the PF began to slow down in accordance with the QRH. PM initially cycled gear ~ 230 kts then stopped until the plane was slowed below 220 kts. Below 220 kts gear were lowered and QRH steps were completed. BTMS reset was accomplished and gear retracted at 190 kts. Reset initally worked then the Brake OVHT warning and aural tone again alerted crew to an overheat. QRH instructed crew to land at the nearest suitable airport. Crew advised ATC and dispatch they would be returning to ZZZ. [Priority handling was requested] and vectors to ILS XXR were given. CA landed the plane and utilized thrust reversers to slow plane. Upon landing fire trucks came up to inspect after the left engine was shut down. No indications of smoke; fire were present. Aircraft taxied to Gate XX. Upon de planing CA called Maintenance and wrote up the appropriate discrepancies. A new plane was assigned and Flight XXXX to ZZZ1 was completed with no further issues.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.