Narrative:

On climb out we noticed that the #1 engine oil temperature went into the red at 163 degrees. All other engine indications were normal and there were no warning messages. I reduced the thrust on the engine to see if it would respond or decrease the oil temperature; but it did not. As a precautionary measure; we then called maintenance control to double-check with them prior to us shutting down the engine as the QRH was directing. Maintenance agreed and said to call them on the ground. I was the PF and took over the radios so that the first officer could carry out the QRH procedure. We then proceeded to perform the QRH procedure for high oil temperature; which led us to shut down the #1 engine. I informed center that we had shut down the #1 engine as a precaution and that I wanted heading vectors to stay in the ZZZ area (as that was the nearest suitable) and we would most likely be diverting there. We spoke with the flight attendant so that she could start planning and continued with our procedures. The first officer did a great job in performing the checklists; speaking with dispatch to coordinate our intentions and then made an announcement to the passenger. Once we were ready; we got vectored for the approach to ZZZ and had a smooth approach and landing. I had declared an emergency and requested crash fire rescue equipment to be standing by just in case. We taxied the plane to the gate and got the passenger into the terminal while waiting for maintenance to arrive. We did perform an overweight landing but had a soft touchdown with about 0-50 FPM rate of descent. I made a separate write-up in the maintenance logbook pertaining to that. I believe that we did well as a crew in our decision-making and use of CRM. The only criticism I have to report is the difficulty we had in establishing and maintaining communications with dispatch on the local radio frequency or XXX radio. The connection kept getting broken and it cost us some time in getting the plane on the ground in ZZZ. If there were a way to improve that system; it would really help to ease the workload during a situation such as this.

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Original NASA ASRS Text

Title: CRJ 200 ENG OIL TEMP EXCEEDED OPERATING LIMITS ON #1 ENG. FLT CREW PERFORMED THE PROCEDURE FOR THE MALFUNCTION; SHUT DOWN THE ENG AND RETURNED TO DEP ARPT.

Narrative: ON CLBOUT WE NOTICED THAT THE #1 ENG OIL TEMP WENT INTO THE RED AT 163 DEGS. ALL OTHER ENG INDICATIONS WERE NORMAL AND THERE WERE NO WARNING MESSAGES. I REDUCED THE THRUST ON THE ENG TO SEE IF IT WOULD RESPOND OR DECREASE THE OIL TEMP; BUT IT DID NOT. AS A PRECAUTIONARY MEASURE; WE THEN CALLED MAINT CTL TO DOUBLE-CHK WITH THEM PRIOR TO US SHUTTING DOWN THE ENG AS THE QRH WAS DIRECTING. MAINT AGREED AND SAID TO CALL THEM ON THE GND. I WAS THE PF AND TOOK OVER THE RADIOS SO THAT THE FO COULD CARRY OUT THE QRH PROC. WE THEN PROCEEDED TO PERFORM THE QRH PROC FOR HIGH OIL TEMP; WHICH LED US TO SHUT DOWN THE #1 ENG. I INFORMED CTR THAT WE HAD SHUT DOWN THE #1 ENG AS A PRECAUTION AND THAT I WANTED HDG VECTORS TO STAY IN THE ZZZ AREA (AS THAT WAS THE NEAREST SUITABLE) AND WE WOULD MOST LIKELY BE DIVERTING THERE. WE SPOKE WITH THE FLT ATTENDANT SO THAT SHE COULD START PLANNING AND CONTINUED WITH OUR PROCS. THE FO DID A GREAT JOB IN PERFORMING THE CHKLISTS; SPEAKING WITH DISPATCH TO COORDINATE OUR INTENTIONS AND THEN MADE AN ANNOUNCEMENT TO THE PAX. ONCE WE WERE READY; WE GOT VECTORED FOR THE APCH TO ZZZ AND HAD A SMOOTH APCH AND LNDG. I HAD DECLARED AN EMER AND REQUESTED CFR TO BE STANDING BY JUST IN CASE. WE TAXIED THE PLANE TO THE GATE AND GOT THE PAX INTO THE TERMINAL WHILE WAITING FOR MAINT TO ARRIVE. WE DID PERFORM AN OVERWT LNDG BUT HAD A SOFT TOUCHDOWN WITH ABOUT 0-50 FPM RATE OF DSCNT. I MADE A SEPARATE WRITE-UP IN THE MAINT LOGBOOK PERTAINING TO THAT. I BELIEVE THAT WE DID WELL AS A CREW IN OUR DECISION-MAKING AND USE OF CRM. THE ONLY CRITICISM I HAVE TO RPT IS THE DIFFICULTY WE HAD IN ESTABLISHING AND MAINTAINING COMS WITH DISPATCH ON THE LCL RADIO FREQ OR XXX RADIO. THE CONNECTION KEPT GETTING BROKEN AND IT COST US SOME TIME IN GETTING THE PLANE ON THE GND IN ZZZ. IF THERE WERE A WAY TO IMPROVE THAT SYS; IT WOULD REALLY HELP TO EASE THE WORKLOAD DURING A SITUATION SUCH AS THIS.

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.