Narrative:

Shortly after climbing through approximately 13;000 ft; we received a left 14th stage overheat red warning message on the EICAS. I turned over the radios to the first officer who was the flying pilot for the leg and started the appropriate QRH checklist. As per the checklist; we ran the first half and waited the prescribed 40 seconds to see if the message would clear. It did not so I elected to return the field and declare an emergency. I briefed the flight attendant and discussed the plan with the first officer. After the completion of all appropriate checklists I elected to assume pilot flying duties due to the overweight landing; the single engine procedure requirement (i.e. Affected engine operating at idle power setting) and crosswind conditions at ZZZ. We landed at ZZZ without incident. Shortly after we cleared the runway we received a brake system high temperature indication on the right brake system. After conferring with the fire rescue team I elected to do an orderly evacuation through the main cabin door. I elected to do this as opposed to an emergency evacuation on the basis that:1.) the brake temperature indications in the cockpit were stable and in fact decreasing and 2.) the initial reports from the fire rescue team was of a temperature of 180 degrees. After they made a second reading and informed me that the temperature was approximately 550; I elected to deplane and tow the aircraft back to the gate. I have no additional comments on our own performance however I would like to make two comments in regards to ATC handling of the emergency. First is our arrival vectors. In general; approach was quite expeditious in our handling however they did leave us high and vectored us in a bit too tight to the runway. The end result was that we had to execute a 270 degree turn to get spacing for a stabilized approach to the runway. The other was once we were cleared of the runway we were turned over to ground control. His handling was also good overall but there was numerous traffic on the field that kept diverting his attention and interfered with communications with the fire rescue teams. A discrete frequency for communicating with the teams would have been more appropriate and greatly reduced the workload on both us and the controller.

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Original NASA ASRS Text

Title: CRJ-200 flight crew declared an emergency and returned to the departure airport following receipt of a 14th stage overheat EICAS message.

Narrative: Shortly after climbing through approximately 13;000 FT; we received a Left 14th Stage Overheat red warning message on the EICAS. I turned over the radios to the First Officer who was the flying pilot for the leg and started the appropriate QRH checklist. As per the checklist; we ran the first half and waited the prescribed 40 seconds to see if the message would clear. It did not so I elected to return the field and declare an emergency. I briefed the flight attendant and discussed the plan with the First Officer. After the completion of all appropriate checklists I elected to assume pilot flying duties due to the overweight landing; the single engine procedure requirement (i.e. affected engine operating at idle power setting) and crosswind conditions at ZZZ. We landed at ZZZ without incident. Shortly after we cleared the runway we received a brake system high temperature indication on the right brake system. After conferring with the fire rescue team I elected to do an orderly evacuation through the main cabin door. I elected to do this as opposed to an emergency evacuation on the basis that:1.) The brake temperature indications in the cockpit were stable and in fact decreasing and 2.) The initial reports from the Fire Rescue team was of a temperature of 180 degrees. After they made a second reading and informed me that the temperature was approximately 550; I elected to deplane and tow the aircraft back to the gate. I have no additional comments on our own performance however I would like to make two comments in regards to ATC handling of the emergency. First is our arrival vectors. In general; Approach was quite expeditious in our handling however they did leave us high and vectored us in a bit too tight to the runway. The end result was that we had to execute a 270 degree turn to get spacing for a stabilized approach to the runway. The other was once we were cleared of the runway we were turned over to Ground Control. His handling was also good overall but there was numerous traffic on the field that kept diverting his attention and interfered with communications with the fire rescue teams. A discrete frequency for communicating with the teams would have been more appropriate and greatly reduced the workload on both us and the controller.

Data retrieved from NASA's ASRS site as of April 2012 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.