Narrative:

During missed approach; we received an anti-ice duct warning message. [We] consulted QRH which directed us to leave icing conditions. Icing conditions were very widespread. I notified ATC of our system malfunction and of our intention to divert to. While climbing enroute to our alternate; I was able to contact dispatch. Dispatch suggested a diversion to another airport and I concurred. Enroute to the new airport we had a very strong headwind associated with a deep low pressure system moving up the east coast. FMS-predicted fuel at landing slowly but steadily decreased. When it reached 2;800 pounds; I notified ATC and declared an emergency to get direct routing to the airport and priority sequencing for the approach. Weather at the airport was: wind 240/11 gusting 18; visibility 10; ceiling 9;500 broken; and temperature 13C. We landed with 2;900 pounds of fuel remaining. Maintenance control sent a contract mechanic to do a run-up to test the anti ice system. When the problem did not reoccur; the discrepancy was signed off as 'ops check good.'the anti-ice duct discrepancy had been written up on three previous occasions. It would have been better for maintenance to take the aircraft off line and find the cause of the problem rather than signing it off again as 'ops check good.'

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Original NASA ASRS Text

Title: CRJ900 Captain experiences an anti-ice duct warning message during missed approach in icing conditions. A diversion is planned to stay out of icing conditions; but when FMC estimated fuel at landing drops to 2;800 LBS; a fuel emergency is declared.

Narrative: During missed approach; we received an ANTI-ICE DUCT warning message. [We] consulted QRH which directed us to leave icing conditions. Icing conditions were very widespread. I notified ATC of our system malfunction and of our intention to divert to. While climbing enroute to our alternate; I was able to contact Dispatch. Dispatch suggested a diversion to another airport and I concurred. Enroute to the new airport we had a very strong headwind associated with a deep low pressure system moving up the East Coast. FMS-predicted fuel at landing slowly but steadily decreased. When it reached 2;800 LBS; I notified ATC and declared an emergency to get direct routing to the airport and priority sequencing for the approach. Weather at the airport was: Wind 240/11 gusting 18; visibility 10; ceiling 9;500 broken; and temperature 13C. We landed with 2;900 LBS of fuel remaining. Maintenance Control sent a contract mechanic to do a run-up to test the anti ice system. When the problem did not reoccur; the discrepancy was signed off as 'ops check good.'The anti-ice duct discrepancy had been written up on three previous occasions. It would have been better for Maintenance to take the aircraft off line and find the cause of the problem rather than signing it off again as 'ops check good.'

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.