Narrative:

While climbing out at approximately 3;000 ft MSL; we received 'wing ovht' warning message. The first officer was pilot flying; so I had him keep controls and turned on his autopilot. Also; I informed him that he had the radios as well. I pulled out the QRH and began to run the checklist. During the time I'm working through the issue; ATC issued a clearance to climb to 17;000 ft and also maintain 250 KTS; to which the first officer replied and I confirmed. Once we reached 10;000 ft the first officer started to accelerate to 290 KTS as normal and succeeded in reaching 290 KTS before realizing his error. I was still busy working through the wing overheat issue and did not catch the speed increase. The first officer immediately informed ATC of the speed deviation and began to slow back to 250 KTS assigned. I would say we were at 290 KTS for maybe 10 seconds and back to 250 KTS again within a minute. ATC did not seem concerned about exceeding the speed restriction and immediately gave us 'normal speed' upon hearing of the error. We received no TCAS alerts and to our knowledge no separation was lost with any other aircraft. The 'wing ovht' message was cleared by the checklist and we proceeded to destination uneventfully.if it had not been for the distraction of the warning message this would not have occurred. At the time of the incident I was busy trying to extinguish a red warning message in flight. It happens so rarely that we get warning messages that I focused solely on the checklist while only occasionally monitoring the first officer and the status of the aircraft. We followed all SOP and I don't believe the company could do anything to prevent something like this in the future. I; for one; will keep one eye on the airplane and one eye on the checklist next time. If I had done a better job of that; this event would not have occurred.

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Original NASA ASRS Text

Title: CRJ200 flight crew experiences a wing overheat message during departure with the First Officer flying. While the Captain runs the QRH procedure; the First Officer is cleared to 17;000 FT and maintain 250 KTS. The First Officer accelerates to 290 KTS at 10;000 FT before realizing his mistake and slows. The QRH procedure is successful.

Narrative: While climbing out at approximately 3;000 FT MSL; we received 'WING OVHT' warning message. The First Officer was pilot flying; so I had him keep controls and turned on his autopilot. Also; I informed him that he had the radios as well. I pulled out the QRH and began to run the checklist. During the time I'm working through the issue; ATC issued a clearance to climb to 17;000 FT and also maintain 250 KTS; to which the First Officer replied and I confirmed. Once we reached 10;000 FT the First Officer started to accelerate to 290 KTS as normal and succeeded in reaching 290 KTS before realizing his error. I was still busy working through the wing overheat issue and did not catch the speed increase. The First Officer immediately informed ATC of the speed deviation and began to slow back to 250 KTS assigned. I would say we were at 290 KTS for maybe 10 seconds and back to 250 KTS again within a minute. ATC did not seem concerned about exceeding the speed restriction and immediately gave us 'normal speed' upon hearing of the error. We received no TCAS alerts and to our knowledge no separation was lost with any other aircraft. The 'WING OVHT' message was cleared by the checklist and we proceeded to destination uneventfully.If it had not been for the distraction of the warning message this would not have occurred. At the time of the incident I was busy trying to extinguish a red warning message in flight. It happens so rarely that we get warning messages that I focused solely on the checklist while only occasionally monitoring the First Officer and the status of the aircraft. We followed all SOP and I don't believe the company could do anything to prevent something like this in the future. I; for one; will keep one eye on the airplane and one eye on the checklist next time. If I had done a better job of that; this event would not have occurred.

Data retrieved from NASA's ASRS site as of April 2012 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.