Narrative:

During cruise at FL350 the first officer brought my attention to an amber indication for the oil temperature on the EICAS. The oil temperature for engine 2 was significantly higher than the other engine and rising at a rapid rate. The first officer flew the aircraft and took the radios while I went to the QRH. We followed the QRH for high oil temperature. In that checklist; we reduced thrust on the associated power lever to attempt to cool the oil temperature; but were unsuccessful. Not only did the oil temperature remain high and in amber; it also kept rising. The checklist then directed us to shut down the associated engine; which we did. We declared an emergency with ATC. We made the decision to divert since I was familiar with a nearby airport and having flown there before and knew that it was a maintenance station. I informed the flight attendants of the test items and explained that it was a yellow emergency; and I gave them 20 minutes to prepare the cabin. I made the announcement to the passengers informing them of our problem and the necessary diversion. I then went back to the single engine approach and landing checklist to prepare for the approach. I made the decision to land on runway 8 since it was the longest operable runway available. I asked approach for alternate missed approach instructions of runway heading up to 4;000 feet. Which we were given. On short final; we received the message 'fuel 2 lo level.' I looked at the fuel quantity on number 2 which read approximately 4;300 lbs. And determined that it would be safer to land the aircraft than to go around and troubleshoot that message. We were given our own frequency with the fire department. Once the aircraft landed and stopped; the fire department determined that no damage was visible on our engine. Therefore; we both determined that it was ok to taxi to the gate. We then taxied to the gate and unloaded the passengers.

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Original NASA ASRS Text

Title: An ERJ-170 crew noticed the Number 2 engine Amber EICAS High Temperature warning during cruise flight at FL350 and took the appropriate actions. The oil temperature continued to increase despite their efforts; and the engine was shut down per the emergency checklist. An Emergency was declared with ATC; and the flight diverted to a familiar airport. During the approach the crew received a 'FUEL 2 LO LEVEL' alert; but in the interest of safety continued and landed uneventfully.

Narrative: During Cruise at FL350 the First Officer brought my attention to an Amber indication for the oil temperature on the EICAS. The oil temperature for engine 2 was significantly higher than the other engine and rising at a rapid rate. The First Officer flew the aircraft and took the radios while I went to the QRH. We followed the QRH for High Oil Temperature. In that checklist; we reduced thrust on the associated power lever to attempt to cool the oil temperature; but were unsuccessful. Not only did the oil temperature remain high and in Amber; it also kept rising. The checklist then directed us to shut down the associated engine; which we did. We declared an emergency with ATC. We made the decision to divert since I was familiar with a nearby airport and having flown there before and knew that it was a Maintenance station. I informed the flight attendants of the TEST items and explained that it was a yellow emergency; and I gave them 20 minutes to prepare the cabin. I made the announcement to the passengers informing them of our problem and the necessary diversion. I then went back to the Single Engine Approach and Landing Checklist to prepare for the approach. I made the decision to land on Runway 8 since it was the longest operable runway available. I asked Approach for alternate missed approach instructions of runway heading up to 4;000 feet. which we were given. On short final; we received the message 'FUEL 2 LO LEVEL.' I looked at the fuel quantity on Number 2 which read approximately 4;300 lbs. and determined that it would be safer to land the aircraft than to go around and troubleshoot that message. We were given our own frequency with the fire department. Once the aircraft landed and stopped; the fire department determined that no damage was visible on our engine. Therefore; we both determined that it was ok to taxi to the gate. We then taxied to the gate and unloaded the passengers.

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.