Narrative:

Departed ZZZ 46 minutes late due to late arriving aircraft. Accepted aircraft and performed all normal preflight procedures. Boarded aircraft in a timely manner; completed paper work and pushed back. Departed runway xxr on the zzzzz departure. Normal departure and climb into center airspace and on our filed route. Climbed to our cruising altitude encountering light turbulence at FL240. Completed the cruise checklist and picked up the digital ATIS for ZZZ2. Completed an approach briefing for the ILS runway xx in ZZZ2. Center gave us a descent to 16000 ft.; through FL200 we completed the descent checklist to the line. I gave the passengers an arrival briefing descending through 17000 ft. Center then had us continue the descent to 11000 ft. Descending through 15000 ft. We were alerted to an EICAS message batt 1 ovtemp. I confirmed this on the mfd (multifunction flight display); told the first officer that I was going to run the QRH procedure for a batt 1 ovtemp. Completed the QRH procedure and the batt 1 temp was at 55 degrees celsius and increased to 58 degrees. We [advised ATC] and were given a descent to 4000 ft. And told to contact approach. I notified the flight attendant and told him that we had [advised ATC] and would be making a normal landing. We were going to have a visual inspection of the aircraft by crash fire rescue equipment (crash fire rescue) once we cleared the runway to check for smoke near the battery compartment access panel. We accepted the visual approach to runway xx descending through 3000 ft. And about 5 miles from the outer marker. Made a normal flaps 45 landing at 42000 pounds. Cleared the runway and stopped on taxiway a for the visual inspection.crash fire rescue equipment did a visual inspection of the aircraft. Using digital thermal scanners on the nose area of the aircraft near the batteries. With access panels closed they noticed minimal temperature increase in the battery area. I made an announcement to the passengers that we had a cockpit indication that one of our batteries had overheated and out of a precaution we were conducting a visual inspection before proceeding to the gate. I also told them to remain seated at all times until the aircraft was parked at the gate and the seat belt sign had been turned off. Crash fire rescue equipment declared the aircraft safe for taxi; we taxied to the gate and completed all normal checklists. After getting to the gate the battery temp started to increase again. It stabilized at 83 degrees and remained there until contract maintenance arrived at the aircraft.

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Original NASA ASRS Text

Title: ERJ145 flight crew reported a battery over-temperature anomaly while descending to the destination airport.

Narrative: Departed ZZZ 46 minutes late due to late arriving aircraft. Accepted aircraft and performed all normal preflight procedures. Boarded aircraft in a timely manner; completed paper work and pushed back. Departed runway XXR on the ZZZZZ departure. Normal departure and climb into Center airspace and on our filed route. Climbed to our cruising altitude encountering light turbulence at FL240. Completed the cruise checklist and picked up the digital ATIS for ZZZ2. Completed an approach briefing for the ILS runway XX in ZZZ2. Center gave us a descent to 16000 ft.; through FL200 we completed the descent checklist to the line. I gave the passengers an arrival briefing descending through 17000 ft. Center then had us continue the descent to 11000 ft. Descending through 15000 ft. we were alerted to an EICAS message BATT 1 OVTEMP. I confirmed this on the MFD (Multifunction Flight Display); told the First Officer that I was going to run the QRH procedure for a BATT 1 OVTEMP. Completed the QRH procedure and the BATT 1 temp was at 55 degrees Celsius and increased to 58 degrees. We [advised ATC] and were given a descent to 4000 ft. and told to contact Approach. I notified the Flight Attendant and told him that we had [advised ATC] and would be making a normal landing. We were going to have a visual inspection of the aircraft by CFR (Crash Fire Rescue) once we cleared the runway to check for smoke near the battery compartment access panel. We accepted the visual approach to Runway XX descending through 3000 ft. and about 5 miles from the outer marker. Made a normal flaps 45 landing at 42000 pounds. Cleared the runway and stopped on Taxiway A for the visual inspection.CFR did a visual inspection of the aircraft. Using digital thermal scanners on the nose area of the aircraft near the batteries. With access panels closed they noticed minimal temperature increase in the battery area. I made an announcement to the passengers that we had a cockpit indication that one of our batteries had overheated and out of a precaution we were conducting a visual inspection before proceeding to the gate. I also told them to remain seated at all times until the aircraft was parked at the gate and the seat belt sign had been turned off. CFR declared the aircraft safe for taxi; we taxied to the gate and completed all normal checklists. After getting to the gate the battery temp started to increase again. It stabilized at 83 degrees and remained there until contract maintenance arrived at the aircraft.

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.