Narrative:

On climb out the anti-ice duct warning message displayed followed shortly by the anti-ice caution message. This occurred twice within approximately two minutes in light rime icing conditions. We performed the non-normal emergency checklists. The checklist states to leave icing conditions. We climbed out of IMC conditions at approximately 13;000 ft and it was clear above. We needed to burn more fuel to land and returning to the departure airport meant flying through known icing conditions. I transferred the aircraft to the first officer and contacted dispatch. At this time I also used ACARS to try to locate an airport with VMC conditions so that we could perform an approach in non-icing conditions. Our original destination was forecast to have broken clouds so a descent through icing conditions was almost certain. I suggested diverting since the current weather and forecast was for clear skies and good visibility. It is also a maintenance base. The majority of the midwest showed IMC conditions for the descent. I expressed my concern with over flying the rockies with the anti-icing situation. Of note; the checklist says the wing anti-ice switch can only be turned on and back off a maximum of five times if ice accumulation persists. Dispatch requested we continue to our destination. I disagreed and requested to speak with the on-duty flight manager. He said the checklist allowed the continued operation to our destination. I disagreed. In my opinion; the checklist allows a procedure for shedding ice accumulated trying to exit icing conditions. It does not allow voluntarily re-entering possible icing conditions. I felt continuing to destination was not a good idea. It would have involved a descent through probable icing conditions. Also; if an engine failure had occurred; single engine operation without wing anti-icing protection over the rockies was an unnecessary risk. Therefore; I elected to divert. Dispatch gave us fuel burns; weather and informed me that no NOTAMS were active that would affect our diversion airport. We then diverted and completed the flight without incident.

Related reports:

Google
 

Original NASA ASRS Text

Title: A CRJ900 flight crew faced with recurring anti-ice duct warnings diverted to a suitable airport; notwithstanding advocacy from maintenance and a Chief Pilot to continue to the original destination; which had possible icing conditions.

Narrative: On climb out the anti-ice duct warning message displayed followed shortly by the anti-ice caution message. This occurred twice within approximately two minutes in light rime icing conditions. We performed the non-normal emergency checklists. The checklist states to leave icing conditions. We climbed out of IMC conditions at approximately 13;000 FT and it was clear above. We needed to burn more fuel to land and returning to the departure airport meant flying through known icing conditions. I transferred the aircraft to the First Officer and contacted Dispatch. At this time I also used ACARS to try to locate an airport with VMC conditions so that we could perform an approach in non-icing conditions. Our original destination was forecast to have broken clouds so a descent through icing conditions was almost certain. I suggested diverting since the current weather and forecast was for clear skies and good visibility. It is also a maintenance base. The majority of the Midwest showed IMC conditions for the descent. I expressed my concern with over flying the Rockies with the anti-icing situation. Of note; the checklist says the wing anti-ice switch can only be turned on and back off a maximum of five times if ice accumulation persists. Dispatch requested we continue to our destination. I disagreed and requested to speak with the on-duty Flight Manager. He said the checklist allowed the continued operation to our destination. I disagreed. In my opinion; the checklist allows a procedure for shedding ice accumulated trying to exit icing conditions. It does not allow voluntarily re-entering possible icing conditions. I felt continuing to destination was not a good idea. It would have involved a descent through probable icing conditions. Also; if an engine failure had occurred; single engine operation without wing anti-icing protection over the Rockies was an unnecessary risk. Therefore; I elected to divert. Dispatch gave us fuel burns; weather and informed me that no NOTAMS were active that would affect our diversion airport. We then diverted and completed the flight without incident.

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.