Date: 201411
Local time of day: 1801-2400
Location: ZZZ.ARTCC, US
Flight conditions: IMC
Weather elements / visibility: Icing
Light: Night
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Normal Brake System
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: At 17;000 feet we got a brake overheat warning message. At the same time; ATC cleared us to climb to FL300. The captain pulled out the QRH and ran the procedure. When it asked us to lower the landing gear; the captain decided to hold off on lowering the landing gear due to the fact that we were in icing conditions. At this point he read the rest of the checklist and noted that the brake temp was fluctuating between 7 and -1 and leveled at 1. The captain pressed the brake overheat warning reset; the indications went away and did not return. At this point we were at FL300 and the captain contacted maintenance and dispatch. When the checklist was first read we thought that we needed to divert. At this point the captain told ATC that we wanted to divert to ZZZ; and declared an emergency. He re-read the check list and noticed that it did not state to 'land at the nearest suitable airport' but just ended. So the captain called ATC and took back the emergency call as well as the diversion; and we continued to destination with no event. The divert call and the take back call was less than 5 minutes. The threats were icing conditions; the brake overheat warning; and communication with maintenance and dispatch. The error was miss reading the QRH. I should have been more engaged in the decision process and look over QRH procedure when I have time.


Second narrative: After leveling off in moderate icing conditions at 17;000 feet and awaiting further clearance to climb; the Master warning message of Brake Overheat sounded. Opened up QRH to run down the procedures. BTMS readouts indicated from left to right 0 / 1 / 1 / 'Red' 7. Then the right outboard temperature fluctuated between 7 then to 1 and then ran through a random order of numbers; but none exceeded 7. Flight then cleared to climb to FL300. Looked at QRH procedures of slowing to 220 knots and lowering landing gear; then Captain stated 'We're in icing conditions' We've been in the air for 13 minutes or so and it's -27C outside. Captain requested the First Officer (FO) to increase his rate of climb in hopes to cool right outboard brake. Captain then asked FO 'did you notice any aircraft pull to the right on Takeoff roll?' FO stated that he didn't notice any asymmetric pull. Captain stated that it probably didn't have a stuck or dragging brake. Captain read through the QRH and decided to press the BTMS warning reset button and asked the FO 'Do you agree?' 'We're almost in the Flight Level altitudes and in moderate icing conditions and it wants us to slow to 220 knots and lower the gear.' Captain further stated; 'It's probably an indication error but if it's not after resetting the BTMS warning button the brake readouts should come back. FO agreed with resetting the BTMS after thinking about it for about 30 seconds. Captain pressed the BTMS reset button and all brake indications went away. 2 minutes after BTMS reset FO stated that 'He could go in the back and look out the right rear side window and have a view of whatever might be going on.' Captain replied; 'It couldn't hurt and we have an extremely light load'. FO returned to flight deck and stated that he didn't see anything unusual. Aircraft leveled off at FL360. Captain stated; 'We have another 2 hours to go; maybe we should talk to Maintenance Control.' Captain sent an ACARS message to maintenance stating that we had a small problem with a Brake OVRHT message. Captain stated to FO that he was trying to open up some dialogue and bounce some ideas in troubleshooting. After some minutes Maintenance replied with 'Copy that Captain Follow QRH'. Captain pulled the QRH from the glareshield and looked over at the bottom of the QRH and saw Land at nearest Suitable Airport. Captain stated; 'Okay looks like we'll have to divert'. Weather at first alternate airport was 3/4 SM snow 025 OVC and at the second alternate the weather was clear and cold. Captain requested to divert to the second alternate for maintenance and Center cleared flight as requested. Center inquired of the nature of the maintenance and Captain stated that 'We had a Brake Overheat message and that we would have to run some procedures and remain away from icing conditions to drop the landing gear.' Diversion message was sent to dispatcher. Center inquired. 'Are you declaring an Emergency?' After about 20 to 30 seconds; Captained responded with; 'Yes; we're declaring an Emergency'. Flight cleared down to FL300. After about a minute or so Captain reread the QRH from beginning to end and saw that he was looking at the 'NO' column. Maintenance sent an ACARS message; 'Captain are you continuing to receive the Overheat Warning?' Captain replied; 'No'. Captain and FO discussed the situation again. Captain stated to First Officer to slow his descent. After about a minute of discussions Captain decided that the brake indications were false and reconsidered his decision to divert and the Emergency Declaration. Captain notified Center that we were going to continue to the original destination and cancel declaring an Emergency. He further stated that they misread the side print. Flight remained at FL300 until clearing traffic then climbed FL340. Aircraft landed at destination without further incident and was met by contracted mechanic at the gate. In post flight inspection workarounds by both First Officer and the mechanic; no defectwas found. Captain called late shift Maintenance controller on the phone and log sheet was documented.Moderate Icing conditions played a major factor; bottom layer was approximately 3;000 feet and aircraft did not leave icing conditions until around FL290. QRH checklist is written for a phase of flight right after takeoff and not in icing conditions. Lowering Gear and then retracting gear while in icing conditions could have damaged aircraft with ice adhering to gear or ice breaking off from gear with possibly FODing the engines. Maintenance's robotic answer to follow QRH was not conducive to Captain's attempts to expand CRM outside the flight crew. Not sure if MCC was busy or properly staffed. The Brake OVRHT warning QRH procedure should be modified. Last section states to retract gear. Other Emergency/ WARNING procedures that don't end with an Emergency landing or continue with Abnormal procedures; usually end with 'No further action is required.' I learned that not all situations are clear cut or cookie cutter situations. Sometimes my desire to do everything possible sometimes could end in second guessing myself.


Synopsis: CRJ-700 flight crew reported they received a brake overheat warning on climbout. After troubleshooting the decision was made to continue to destination.