2010-03 · NASA ASRS report 878472
CRJ200 flight crew experiences ANTI-ICE DUCT and BLEED AIR DUCT warning messages after turning on wing and cowl anti-ice systems during departure. Maintenance had recently been preformed on this system and the crew declared an emergency and returned to departure airport.
The aircraft had just received a sign-off from Maintenance for an anti-ice duct indication from the previous crew. After take-off; the wing and cowl anti-ice systems were selected ON; upon entering icing conditions. While leveling off at 5;000 feet; we received an Anti-Ice Duct warning indication and Bleed Air Duct aural warning. We immediately ran the QRH procedures for the Anti-Ice Duct Warning message. The first step of the procedure is to select the wing anti-ice to the OFF position. Within approximately 15 seconds of selecting it OFF; the warning message ceased to persist. After completing the QRH; we notified ATC that we had a problem and would like to stay in the area; and contacted Dispatch to notify them of the problem and our intent to return to the field. Knowing that we could encounter icing conditions according to the definition of icing; we continued to read through the remainder of the QRH to become fully aware of the potential procedures that could follow in the event of ice accumulation. Since I am currently within my first 100 hours in the aircraft we made the decision to transfer controls to the Captain. Upon transfer of controls we then notified ATC of our intent to return to the field and declared an emergency in order to prevent the potential of being vectored in icing conditions any longer than necessary. While descending on the approach; the TAT fluctuated between 8 to 10 degrees C. We did not pick up any accumulation on either the wings or windscreens; despite the temperature. While on the final approach segment the Captain and I both noticed that the message light illuminated from the ACARS. After we shut down the aircraft; we read the two messages that we had received. One of the messages gave us an amendment to the release for the return and the other message came from Maintenance; which asked us if we could troubleshoot the problem. The Captain then called Dispatch and Maintenance while a post flight inspection was conducted. No visible damage was evident.
The aircraft had previously been grounded for at least 36 hours for an anti-ice duct overheat. Maintenance had signed off the aircraft and we were subsequently dispatched to return the aircraft into revenue service.As a final note; there was no visible ice accumulation on the aircraft at any time in the prevailing flight conditions. Post flight inspection also revealed no ice had accumulated anywhere on the aircraft.Develop better situational awareness within Operations during situations such as this. Final approach is not the proper time to be sending an amendment to a release. Also; an emergency such as this (loss of wing/cowl anti-ice in icing conditions) does not warrant troubleshooting during divert/emergency procedures.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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