Date: 201707
Local time of day: 1201-1800
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: Turbulence
Light: Daylight
Aircraft: Challenger CL600
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class E ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Compressor Bleed Valve
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Anomaly: Aircraft Equipment Problem Less Severe; Flight Deck / Cabin / Aircraft Event Illness / Injury
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew FLC complied w / Automation / Advisory; Flight Crew Returned To Departure Airport
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was the pilot flying; and the captain was Pilot monitoring. Takeoff was normal and I elected for a slightly steeper climb until we were turning back to the VOR at 7;800 feet on the Departure Procedure. We were given and initial altitude of 14;000 feet. As we were completing the climb checklist we were climbing through 12;000 feet with a high rate of climb when we got the 'Bleed Air Duct' Aural warning and the Master Warning. I immediately pulled the power back and began to level off and turned the autopilot on. I called for the Left Bleed Duct immediate action items; and the captain began running them right away. We completed the items in under the 30 seconds required; however both bleed valves automatically closed and we began to depressurize slowly with the cabin rate climbing. The captain [advised ATC] and I asked for a lower altitude to which Approach gave us 12;000 feet. I took the radios from him while he completed the immediate action items checklist as well as the QRH and the climb checklist and I asked for 10;000 feet or lower. We verified that we completed all memory items correctly and leveled at 10;000 feet while making a turn back to [the] airport to land. We took vectors for the visual while the captain was talking with the flight attendants; the passengers; getting landing data; and running the in-range checklist. We saw that we were going to land close to max gross landing weight so I elected for a high drag configuration and slowed to 210 kts to burn more fuel. We calculated that at our current burn we would not land above 67;000 pounds. We landed normally with a soft touchdown; well under 250 fpm however I do not recall the exact descent rate. We taxied to the gate without incident and opened the cabin door. While waiting for the jet bridge there was a passenger that complained of head and eye pain; so I called ARFF (Airport Rescue Fire Fighting) to send paramedics to evaluate the passenger. After that we deplaned and contacted the company for further instructions.There was a previous event in the log can of a Left Bleed Duct Master Warning in flight. The action items were that the aircraft OPS checked good. After talking with the contract maintenance; the mechanic said that he found at least 3 measurable bleed leaks from the bleed system that were blower extremely high heat bleed air into the tail compartment and told us that this aircraft was going to be there a while. There have been increasingly high numbers of bleed issues and deferrals with bleed/pack systems due to the high summer heat.




Synopsis: CL600 First Officer reported a bleed duct master warning on climb out and returned to departure airport.