Narrative:

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.

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Original NASA ASRS Text

Title: EMB-145 flight crew reported receiving a Bleed Overtemp Warning while in icing conditions.

Narrative: 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.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.