Narrative:

This was the captain's first pairing since returning to work from a three and one half year medical disability. The flight out was flown by the first officer and was uneventful but encountered light rime icing on the approach from 8;000 MSL to the base of an overcast layer at 2;000 MSL. The return was flown by the captain and was prepared for an anti ice on takeoff. After departure and at 2;000 MSL; the 'anti ice lo capacity' caution message appeared; and the 'bleed 1 overtemp' warning message appeared ten seconds later. The flight crew elected to climb above the overcast and level off at 11;000 MSL; keeping the thrust below 65 percent N1 once in level flight. This thrust setting kept the 'carrot' on the ecs/anti ice mfd page in the green range. The crew entered a holding pattern at the VOR as published and executed the bleed over-temperature QRH procedure. The crossbleed was opened and the bleed 1 valve closed. Immediately; the 'bleed 2 overtemp' warning message appeared and the 'bleed 1 overtemp' message remained. The captain kept the thrust setting low enough to keep the bleed air in the green range; approximately 200 KTS at 62 percent N1. After considering diverting to an airport in VFR conditions and burning off fuel; the crew decided to return to the departure airport; declare an emergency; and execute an overweight landing in order to avert hot bleed air causing severe damage. The aircraft entered holding at the VOR as published; the appropriate checklists were run; and the flight attendant was briefed along with the passengers. After two aircraft landed and reported negative icing along with breaks in the overcast; an ILS approach was executed. The aircraft landed at 45;700 pounds with less than a 500 FPM rate of descent at touchdown with a smoother landing. The emergency vehicles inspected the wheels and engines; determining that no damage had been noted; and the aircraft taxied to the gate and deplaned. Two separate maintenance log book entries were made: one for the 'bleed overtemp' condition; and one for the overweight landing. An aircraft swap was made three hours later; and the flight to our destination was uneventful. The bleed 1 and 2 overtemp condition could have been catastrophic had both engines caught fire or severe icing been encountered. The overweight landing was of less concern.at this time; I am extremely fatigued and not feeling well. I will be willing to discuss this event in person when called upon.

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Original NASA ASRS Text

Title: An EMB-145 departed in icing conditions and both engine BLEED OVERTEMP warning messages appeared during climb; so an emergency was declared. The QRH was completed and the flight returned to the departure airport for an overweight landing.

Narrative: This was the Captain's first pairing since returning to work from a three and one half year medical disability. The flight out was flown by the First Officer and was uneventful but encountered light rime icing on the approach from 8;000 MSL to the base of an overcast layer at 2;000 MSL. The return was flown by the Captain and was prepared for an anti ice on takeoff. After departure and at 2;000 MSL; the 'Anti Ice Lo Capacity' caution message appeared; and the 'Bleed 1 Overtemp' warning message appeared ten seconds later. The flight crew elected to climb above the overcast and level off at 11;000 MSL; keeping the thrust below 65 percent N1 once in level flight. This thrust setting kept the 'carrot' on the ECS/Anti Ice MFD page in the green range. The crew entered a holding pattern at the VOR as published and executed the Bleed Over-temperature QRH procedure. The crossbleed was opened and the bleed 1 valve closed. Immediately; the 'Bleed 2 Overtemp' warning message appeared and the 'Bleed 1 Overtemp' message remained. The Captain kept the thrust setting low enough to keep the bleed air in the green range; approximately 200 KTS at 62 percent N1. After considering diverting to an airport in VFR conditions and burning off fuel; the crew decided to return to the departure airport; declare an emergency; and execute an overweight landing in order to avert hot bleed air causing severe damage. The aircraft entered holding at the VOR as published; the appropriate checklists were run; and the Flight Attendant was briefed along with the passengers. After two aircraft landed and reported negative icing along with breaks in the overcast; an ILS approach was executed. The aircraft landed at 45;700 LBS with less than a 500 FPM rate of descent at touchdown with a smoother landing. The emergency vehicles inspected the wheels and engines; determining that no damage had been noted; and the aircraft taxied to the gate and deplaned. Two separate maintenance log book entries were made: one for the 'Bleed Overtemp' condition; and one for the overweight landing. An aircraft swap was made three hours later; and the flight to our destination was uneventful. The Bleed 1 and 2 Overtemp condition could have been catastrophic had both engines caught fire or severe icing been encountered. The overweight landing was of less concern.At this time; I am extremely fatigued and not feeling well. I will be willing to discuss this event in person when called upon.

Data retrieved from NASA's ASRS site as of July 2013 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.