Narrative:

We arrived to the gate and waited for maintenance to work on the plane. Once they finished and all the paper work was legal we reviewed all the MEL and do the procedures to accomplish the pre departure; we noticed that the weather will be cold in ZZZ and we were sure that the wing anti ice system will not affect our operations.the check airman told me to do an GPS approach on runway xx and be signed with the item during training. We build the approach on the FMS and I briefed the GPS xy approach and we took the special considerations about weather and turning on the wing anti ice and cowl anti ice system; the top of the clouds were at 3;900 feet. Before get into bad weather conditions we turned on the wing and cowl anti ice and was working in proper way; but once we touch the top of the clouds at 3;800 feet the left wing anti ice amber message appears. I said to the check airman 'my controls; my radios; run QRH for left wing anti ice' few seconds after the right wing anti ice amber message appears; we run the QRH and left ice conditions with a go around; we were instructed to 3000 feet and we used the approach power to climb because the toga power set was not enough; we noticed that the windshield wiper was with about one inch of ice and the plane feels heavier; at 3;000 we were still on icing conditions so we asked for high altitude. They gave us 6;000 feet. Once we cleared the clouds we asked for a hold to check the weather around. We build the hold and once in the hold we re run the QRH and look for different airports; ZZZ1 was overcast 1000 ft.; ZZZ2; ZZZ3 and all the airports nearby were with the same weather.once we were on the air and over 10;000 ft. We checked the wing anti ice system and it was working in proper way; and we decided to continue to ZZZ because we did not have any indications about system working in not proper way. We flew fast to go back on time for passengers comfort.once on the holding we [advised ATC] and asked for assistance on the ground. We build the ILS approach runway xz and briefed to land at flaps 20 after running the QRH for ice dispersal procedure and the check airman took controls over the situation; we briefed that the spoilers will be deployed because we need extra power to keep the engines keeping hot the wings and dissipate the ice. Once established on the localizer I switch to green needles and we realized that we did not transfer the autopilot so we transferred to the right seat and continued the approach. We brief that the spoilers will be out during icing conditions to keep high thrust setting. We stowed the spoilers once out of icing conditions and that was about 700 feet. Then standards call outs at 500 feet and 100 above. We landed inside the touch zone. Do not dispatch airplanes with any anti ice system deferred if is know ice conditions

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Original NASA ASRS Text

Title: CRJ-900 flight crew reported being dispatched into known icing conditions with an inoperative wing anti-ice system.

Narrative: We arrived to the gate and waited for maintenance to work on the plane. Once they finished and all the paper work was legal we reviewed all the MEL and do the procedures to accomplish the pre departure; we noticed that the weather will be cold in ZZZ and we were sure that the wing anti ice system will not affect our operations.The Check Airman told me to do an GPS approach on Runway XX and be signed with the item during training. We build the approach on the FMS and I briefed the GPS XY approach and we took the special considerations about weather and turning on the wing anti ice and cowl anti ice system; the top of the clouds were at 3;900 feet. Before get into bad weather conditions we turned on the wing and cowl anti ice and was working in proper way; but once we touch the top of the clouds at 3;800 feet the left wing anti ice amber message appears. I said to the Check Airman 'my controls; my radios; run QRH for left wing anti ice' few seconds after the right wing anti ice amber message appears; we run the QRH and left ice conditions with a Go Around; we were instructed to 3000 feet and we used the approach power to climb because the TOGA power set was not enough; we noticed that the windshield wiper was with about one inch of ice and the plane feels heavier; at 3;000 we were still on icing conditions so we asked for high altitude. They gave us 6;000 feet. Once we cleared the clouds we asked for a hold to check the weather around. We build the hold and once in the hold we re run the QRH and look for different airports; ZZZ1 was overcast 1000 ft.; ZZZ2; ZZZ3 and all the airports nearby were with the same weather.Once we were on the air and over 10;000 ft. we checked the wing anti ice system and it was working in proper way; and we decided to continue to ZZZ because we did not have any indications about system working in not proper way. We flew fast to go back on time for passengers comfort.Once on the holding we [advised ATC] and asked for assistance on the ground. We build the ILS approach Runway XZ and briefed to land at flaps 20 after running the QRH for ice dispersal procedure and the Check Airman took controls over the situation; we briefed that the spoilers will be deployed because we need extra power to keep the engines keeping hot the wings and dissipate the ice. Once established on the localizer I switch to green needles and we realized that we did not transfer the autopilot so we transferred to the right seat and continued the approach. We brief that the spoilers will be out during icing conditions to keep high thrust setting. We stowed the spoilers once out of icing conditions and that was about 700 feet. Then standards call outs at 500 feet and 100 above. We landed inside the touch zone. Do not dispatch airplanes with any anti ice system deferred if is know ice conditions

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.