Narrative:

Bleed leak in icing conditions with no non-ice alternate close. We departed with weather of '1/4sm; fzfg; 060/6; VV002; -8C/dp-9C; 30.04 in hg'; takeoff RVR of 1200; night conditions. Runway's HIRL operating. I performed [the] departure due to weather below CAT I minimums; and transferred control to my first officer (first officer) at approximately 7;000 feet MSL (1;600 AGL). At approximately 6000 MSL; ice det 4 open followed by bleed 1 EICAS presented with inscription on overhead pneumatic panel at 8000 approximately. At nearly the same time; the first officer FMS screen went blank and was not recovered throughout the flight. Cabin altitude climbed to 8;700 feet during the procedure. I ran QRH procedure (bleed leak) while first officer flew the departure. I notified ATC of emergency and stated fuel on board and souls on board. Due to being in icing conditions; I directed the first officer to expedite climb through icing conditions. Broke out of clouds at approximately 11;000 feet MSL. After I performed QRH procedure; pressurization was restored to the aircraft and bleed 1 red warning disappeared from EICAS screen and cabin pressurization decreased to nominal level. I elected to proceed to takeoff alternate at 12;000 feet MSL as assigned by departure. After receiving weather reports; ATIS; and pireps for alternate; which included PIREP of moderate icing to 11;000 feet MSL by a crj-200; I elected to accept hold vectors from approach while coordinating with dispatch to select a new alternate. First officer slowed to 200KIAS for hold vectors to conserve fuel. I coordinated with the flight attendant to keep her abreast of the situation and made announcements to passengers to keep them informed of the situation safely handled and a change to the destination. First officer coordinated with radio FSS to determine enroute weather for selected alternates. After noting fuel state; terrain; available field support; and enroute weather considerations; I selected an alternate; which was approximately; about 33 minutes flight time per the FMS. First officer climbed to 15;000 feet to comply with single bleed limitations while conserving fuel and avoiding icing conditions. Enroute; we reviewed the bleed leak QRH procedure again and cabin crew kept in touch with flight attendant; keeping her apprised. First officer flew visual approach with uneventful landing. Weather was 020/13; 10sm; -4C/dp-10C; 30.00 in hg. After landing; I coordinated deplaning of passengers with station. I called dispatch to provide details of the flight and notified maintenance of the applicable write-ups. I coordinated with dispatch for flight to original destination for the following morning with a minimum duration 10-hour overnight.1. I note that part of the successful outcome of the flight was due to the additional hold fuel assigned by dispatch. In the future; if icing conditions exist at the takeoff alternate; consider assigning additional hold fuel if practicable.2. coordination with dispatch was key for situational awareness on options and considerations...CRM was extended outside the cockpit and cabin. I will note that initially the use of 1 FMS made the ability to navigate and retrieve weather information challenging.3. use of FSS aided in the enroute weather evaluation. ATC was also able to provide some limited situational awareness on enroute conditions. Consider consulting pictorial weather charts from the release.4. my first officer brought a large amount of experience and resources; that most certainly influenced the positive outcome.

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Original NASA ASRS Text

Title: EMB-145 flight crew reported an in-flight bleed air leak and an FMS 1 failure; which compromised the ability to continue the flight in icing conditions; resulting in diversion to a suitable alternate.

Narrative: Bleed leak in icing conditions with no non-ice alternate close. We departed with weather of '1/4sm; FZFG; 060/6; VV002; -8C/DP-9C; 30.04 in hg'; takeoff RVR of 1200; night conditions. Runway's HIRL operating. I performed [the] departure due to weather below CAT I minimums; and transferred control to my First Officer (FO) at approximately 7;000 feet MSL (1;600 AGL). At approximately 6000 MSL; ICE DET 4 OPEN followed by BLEED 1 EICAS presented with inscription on overhead pneumatic panel at 8000 approximately. At nearly the same time; the FO FMS screen went blank and was not recovered throughout the flight. Cabin altitude climbed to 8;700 feet during the procedure. I ran QRH procedure (BLEED LEAK) while FO flew the departure. I notified ATC of emergency and stated Fuel On Board and Souls On Board. Due to being in icing conditions; I directed the FO to expedite climb through icing conditions. Broke out of clouds at approximately 11;000 feet MSL. After I performed QRH procedure; pressurization was restored to the aircraft and BLEED 1 red warning disappeared from EICAS screen and cabin pressurization decreased to nominal level. I elected to proceed to Takeoff Alternate at 12;000 feet MSL as assigned by Departure. After receiving weather reports; ATIS; and PIREPs for Alternate; which included PIREP of Moderate icing to 11;000 feet MSL by a CRJ-200; I elected to accept hold vectors from Approach while coordinating with Dispatch to select a new alternate. FO slowed to 200KIAS for hold vectors to conserve fuel. I coordinated with the Flight Attendant to keep her abreast of the situation and made announcements to passengers to keep them informed of the situation safely handled and a change to the destination. FO coordinated with Radio FSS to determine enroute weather for selected alternates. After noting fuel state; terrain; available field support; and enroute weather considerations; I selected an Alternate; which was approximately; about 33 minutes flight time per the FMS. FO climbed to 15;000 feet to comply with Single Bleed limitations while conserving fuel and avoiding icing conditions. Enroute; we reviewed the BLEED LEAK QRH procedure again and cabin crew kept in touch with Flight Attendant; keeping her apprised. FO flew visual approach with uneventful landing. Weather was 020/13; 10sm; -4C/DP-10C; 30.00 in hg. After landing; I coordinated deplaning of passengers with station. I called Dispatch to provide details of the flight and notified Maintenance of the applicable write-ups. I coordinated with Dispatch for flight to original destination for the following morning with a minimum duration 10-hour overnight.1. I note that part of the successful outcome of the flight was due to the additional hold fuel assigned by Dispatch. In the future; if icing conditions exist at the takeoff alternate; consider assigning additional hold fuel if practicable.2. Coordination with Dispatch was key for situational awareness on options and considerations...CRM was extended outside the cockpit and cabin. I will note that initially the use of 1 FMS made the ability to navigate and retrieve weather information challenging.3. Use of FSS aided in the enroute weather evaluation. ATC was also able to provide some limited Situational Awareness on enroute conditions. Consider consulting pictorial weather charts from the Release.4. My FO brought a large amount of experience and resources; that most certainly influenced the positive outcome.

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.