Narrative:

I was the captain and the PF on a flight from ZZZ1 to ZZZ2. During our descent on a STAR arrival into ZZZ2 we were informed that TRACON had suffered a complete radar outage; and we were instructed to hold at an intersection; which we had just passed. We turned back and held at the intersection at 10000 ft; in the clouds and in icing conditions. At this time; all aircraft systems were operating normally; including anti-icing systems; which had been activated by the ice detectors. My first officer and I quickly ascertained our fuel status; and I instructed first officer to assume the role of PF while I contacted dispatch to look at our options. I spoke quickly with our dispatcher; letting him know of our fuel state; which was at 3000 pounds. He quickly determined that our efc time of 30 mins past the hour would leave us with fuel to divert to ZZZ3 and have only 800 pounds remaining upon landing in ZZZ3. I found that very unsatisfactory; and we discussed our leaving the hold in approximately 5 mins to divert to ZZZ3 and get more fuel and await for ZZZ2 to resume accepting arrivals. I told my first officer of my intentions; resumed PF duties; and also told center that we were declaring minimum fuel status and were diverting. As we were pulled out of the hold and given a vector we received an EICAS message that said our #1 engine anti-ice valve had failed. I had first officer perform the abnormal checklist as I engaged the autoplt and assumed communications with ATC. I declared an emergency; requesting higher to get us out of the icing conditions; all the while very cognizant of our low fuel status and need to conserve fuel. Center received a tops report at FL180; and we were cleared to FL200 in order to top the icing conditions. As I leveled off at FL200; I pulled power back to lrc power setting and determined a descent point of 60 miles from ZZZ3 in order to have a flight idle descent to the FAF for the ILS. We were given direct routing; with center asking fuel amount and souls on board. We also confirmed with them our need to remain clear of icing conditions due to the failure of our anti-icing system. The WX was much improved as we headed to ZZZ3 and we descended and landed without further incident with our low fuel warnings going off during the descent. We landed with 1200 pounds usable fuel.

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Original NASA ASRS Text

Title: EMB140 FLT CREW HAS A LOW FUEL STATE AND AN ANTI ICE MALFUNCTION; DECLARES EMER AND DIVERTS FOR LNDG.

Narrative: I WAS THE CAPT AND THE PF ON A FLT FROM ZZZ1 TO ZZZ2. DURING OUR DSCNT ON A STAR ARR INTO ZZZ2 WE WERE INFORMED THAT TRACON HAD SUFFERED A COMPLETE RADAR OUTAGE; AND WE WERE INSTRUCTED TO HOLD AT AN INTXN; WHICH WE HAD JUST PASSED. WE TURNED BACK AND HELD AT THE INTXN AT 10000 FT; IN THE CLOUDS AND IN ICING CONDITIONS. AT THIS TIME; ALL ACFT SYSTEMS WERE OPERATING NORMALLY; INCLUDING ANTI-ICING SYSTEMS; WHICH HAD BEEN ACTIVATED BY THE ICE DETECTORS. MY FO AND I QUICKLY ASCERTAINED OUR FUEL STATUS; AND I INSTRUCTED FO TO ASSUME THE ROLE OF PF WHILE I CONTACTED DISPATCH TO LOOK AT OUR OPTIONS. I SPOKE QUICKLY WITH OUR DISPATCHER; LETTING HIM KNOW OF OUR FUEL STATE; WHICH WAS AT 3000 LBS. HE QUICKLY DETERMINED THAT OUR EFC TIME OF 30 MINS PAST THE HOUR WOULD LEAVE US WITH FUEL TO DIVERT TO ZZZ3 AND HAVE ONLY 800 LBS REMAINING UPON LNDG IN ZZZ3. I FOUND THAT VERY UNSATISFACTORY; AND WE DISCUSSED OUR LEAVING THE HOLD IN APPROX 5 MINS TO DIVERT TO ZZZ3 AND GET MORE FUEL AND AWAIT FOR ZZZ2 TO RESUME ACCEPTING ARRIVALS. I TOLD MY FO OF MY INTENTIONS; RESUMED PF DUTIES; AND ALSO TOLD CTR THAT WE WERE DECLARING MINIMUM FUEL STATUS AND WERE DIVERTING. AS WE WERE PULLED OUT OF THE HOLD AND GIVEN A VECTOR WE RECEIVED AN EICAS MSG THAT SAID OUR #1 ENG ANTI-ICE VALVE HAD FAILED. I HAD FO PERFORM THE ABNORMAL CHKLIST AS I ENGAGED THE AUTOPLT AND ASSUMED COMS WITH ATC. I DECLARED AN EMER; REQUESTING HIGHER TO GET US OUT OF THE ICING CONDITIONS; ALL THE WHILE VERY COGNIZANT OF OUR LOW FUEL STATUS AND NEED TO CONSERVE FUEL. CTR RECEIVED A TOPS RPT AT FL180; AND WE WERE CLRED TO FL200 IN ORDER TO TOP THE ICING CONDITIONS. AS I LEVELED OFF AT FL200; I PULLED POWER BACK TO LRC POWER SETTING AND DETERMINED A DSCNT POINT OF 60 MILES FROM ZZZ3 IN ORDER TO HAVE A FLT IDLE DSCNT TO THE FAF FOR THE ILS. WE WERE GIVEN DIRECT ROUTING; WITH CTR ASKING FUEL AMOUNT AND SOULS ON BOARD. WE ALSO CONFIRMED WITH THEM OUR NEED TO REMAIN CLR OF ICING CONDITIONS DUE TO THE FAILURE OF OUR ANTI-ICING SYSTEM. THE WX WAS MUCH IMPROVED AS WE HEADED TO ZZZ3 AND WE DSNDED AND LANDED WITHOUT FURTHER INCIDENT WITH OUR LOW FUEL WARNINGS GOING OFF DURING THE DSCNT. WE LANDED WITH 1200 LBS USABLE FUEL.

Data retrieved from NASA's ASRS site as of January 2009 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.