Narrative:

Climbing through about FL180; we got an engine 2 anti ice fail message followed by the warning ice condition anti ice inoperative. Previous reports told us that ice would stop at FL220. Since we knew that ice was present below us to about 12000 feet; we kept climbing as we completed the QRH. Got on top of the ice as we finished the QRH. The engine vibrations were normal so we had no intent to shut down the engine. I called dispatch to discuss a plan. I asked if there were any areas of no ice that were close and it was determined that there were no areas close enough. In concurrence with dispatch; we decided to divert. Notified ourselves as an emergency with ATC and stated our diversion intent. Notified flight attendants and passengers. ATC then asked us to descend to 220. We asked to stay at 250 until we could get a decent below the freezing level. The first officer and I discussed the emergency descent procedure. We decided that speed brakes and landing gear out were not good ideas in moderate ice. We got a descent to 9000. We descended in a clean configuration at 270 knots. We sped up to 300 knots to increase the descent rate. As we approached 11000 feet; we were still in clouds with negative temperatures. I notified ATC that we would be coming through 10000 in excess of 250 knots until we got out of ice. ATC responded that it would be no problem. As we came thru 10000; we started slowing to respect the aircraft limitation. Positive temperatures were encountered around 9000 feet and we were at 250 knots around 8500 feet. Got down to 5000 feet and burned off the gas to land at or below landing weight. Uneventful from that point until at the gate. Got another airplane and continued to destination.

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Original NASA ASRS Text

Title: EMB-145 flight crew reported their engine Anti-Ice failed in icing conditions; which subsequently led to a diversion.

Narrative: Climbing through about FL180; we got an ENG 2 ANTI ICE Fail message followed by the warning ice condition ANTI ICE inoperative. Previous reports told us that ice would stop at FL220. Since we knew that ice was present below us to about 12000 feet; we kept climbing as we completed the QRH. Got on top of the ice as we finished the QRH. The engine vibrations were normal so we had no intent to shut down the engine. I called dispatch to discuss a plan. I asked if there were any areas of no ice that were close and it was determined that there were no areas close enough. In concurrence with dispatch; we decided to divert. Notified ourselves as an emergency with ATC and stated our diversion intent. Notified Flight Attendants and passengers. ATC then asked us to descend to 220. We asked to stay at 250 until we could get a decent below the freezing level. The First Officer and I discussed the emergency descent procedure. We decided that speed brakes and landing gear out were not good ideas in moderate ice. We got a descent to 9000. We descended in a clean configuration at 270 knots. We sped up to 300 knots to increase the descent rate. As we approached 11000 feet; we were still in clouds with negative temperatures. I notified ATC that we would be coming through 10000 in excess of 250 knots until we got out of ice. ATC responded that it would be no problem. As we came thru 10000; we started slowing to respect the aircraft limitation. Positive temperatures were encountered around 9000 feet and we were at 250 knots around 8500 feet. Got down to 5000 feet and burned off the gas to land at or below landing weight. Uneventful from that point until at the gate. Got another airplane and continued to destination.

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.