Narrative:

Shortly after takeoff the auto pressurization system failed. After leveling off below 10;000 feet and complying with procedures; the decision was made not to continue the flight due to high terrain. We asked to return for landing at airport ZZZ and [notified ATC] we would be making an overweight landing. The weather was very poor due to a tropical storm causing heavy rain and strong crosswinds on all runways. While being vectored for approach to runway; we began to configure the aircraft; and set the flaps to 9 degrees. Approach control then informed us that due to winds; ZZZ was down to one landing runway and that our [overweight landing] would cause its closure. They were apprehensive about letting us continue the landing and broke us off of the approach using vectors at our current altitude. Due to the questionable conditions; and status of the aircraft we elected to divert to our takeoff alternate airport ZZZ1. We were given climb instructions to 10;000 feet and cleared to ZZZ1. Because we did not do a go-around; and were simply broken off the approach; we had not yet reconfigured the aircraft. During the climb we became task saturated dealing with diverting; avoiding weather and monitoring/controlling the pressurization system manually during climb. Upon leveling at 10;000 feet the aircraft accelerated to 275 knots before we realized that the flaps were still set at 9 degrees. The aircraft was slowed and the flaps were then retracted. We continued and burned off fuel until the aircraft was below landing weight and a normal landing was conducted. Upon gate arrival; I entered the aircraft discrepancies into the aml (aircraft maintenance log). One for the pressurization system and one for the flap overspeed. I then contacted [maintenance] and informed them of the aircraft status and the flap overspeed. Maintenance technicians eventually arrived and inspected the aircraft and found no defects with the flap system and cleared the aml write-up. Task saturation due to dealing with weather; ATC; diversion; faulty pressurization system; new-hire first officer; and overweight landing possibility [were contributing factors].use of standard procedures to prevent task saturation and delegation of duties.

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Original NASA ASRS Text

Title: EMB145 flight crew reported overspeeding the flaps when they became task saturated dealing with system failures and weather.

Narrative: Shortly after takeoff the auto pressurization system failed. After leveling off below 10;000 feet and complying with procedures; the decision was made not to continue the flight due to high terrain. We asked to return for landing at Airport ZZZ and [notified ATC] we would be making an overweight landing. The weather was very poor due to a tropical storm causing heavy rain and strong crosswinds on all runways. While being vectored for approach to runway; we began to configure the aircraft; and set the flaps to 9 degrees. Approach control then informed us that due to winds; ZZZ was down to one landing runway and that our [overweight landing] would cause its closure. They were apprehensive about letting us continue the landing and broke us off of the approach using vectors at our current altitude. Due to the questionable conditions; and status of the aircraft we elected to divert to our Takeoff Alternate Airport ZZZ1. We were given climb instructions to 10;000 feet and cleared to ZZZ1. Because we did not do a go-around; and were simply broken off the approach; we had not yet reconfigured the aircraft. During the climb we became task saturated dealing with diverting; avoiding weather and monitoring/controlling the pressurization system manually during climb. Upon leveling at 10;000 feet the aircraft accelerated to 275 knots before we realized that the flaps were still set at 9 degrees. The aircraft was slowed and the flaps were then retracted. We continued and burned off fuel until the aircraft was below landing weight and a normal landing was conducted. Upon gate arrival; I entered the aircraft discrepancies into the AML (Aircraft Maintenance Log). One for the pressurization system and one for the flap overspeed. I then contacted [maintenance] and informed them of the aircraft status and the flap overspeed. Maintenance technicians eventually arrived and inspected the aircraft and found no defects with the flap system and cleared the AML write-up. Task saturation due to dealing with weather; ATC; diversion; faulty pressurization system; new-hire first officer; and overweight landing possibility [were contributing factors].Use of standard procedures to prevent task saturation and delegation of duties.

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.