Date: 202106
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class B ZZZ
ATC / advisory: TRACON ZZZ
Aircraft component: Pneumatic Ducting
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Pilot Not Flying; Captain
Reporter qualification: Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Automation Aircraft Other Automation
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Returned To Departure Airport; Flight Crew Landed As Precaution; Flight Crew Requested ATC Assistance / Clarification; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Climbing out at approximately 5000 ft; we received an R 14 DUCT warning message on the EICAS followed by a ANTI ICE DUCT warning. While running the QRH; we received a HI PACK Press caution message. I assume it was a left pack since we had to pull power back on the right engine; but honestly I don't remember which side the pack high pressure was. I knew from a previous 14th DUCT warning message that we could not continue and requested a return to ZZZ. I told the FO (First Officer) that I had the radios and the flight controls and asked him to read the QRH for R 14 DUCT. After we finished the QRH; I requested that the FO talk to the Flight Attendant and tell her that we had to return to ZZZ and that we are not evacuating and that she has 10 minutes. We completed the descent and approach checklist. I completed the flaps 20 landing and let the aircraft come to a stop after max reverse thrust use and only needed braking to the end of the runway to minimize brake temperatures. Left inboard brake temp did reach a white 8 and 6 while the right stayed green at 5. We taxied back to the gate keeping an eye on the brake temperatures. I asked the FO to run the pack high pressure QRH on the ground; the message cleared. Once we made it back to the gate; holding short waiting for the ramp to park us; we received a SMOKE TOILET caution message. I asked the FO to call the FA and ask her to check the lav for smoke. We could hear the smoke detector from the cockpit. The FA reported nothing unusual in the lav. The smoke detector stopped going off. In the meantime; requested the fire department inspect the outside of the aircraft. By the time the fire trucks came we had already hooked up the jet bridge and deplaned.


Second narrative: On the initial climbout we received a R 14th DUCT warning message. The Captain directed me to inform ATC we needed to return to ZZZ. Shortly after the first warning message; we received an ANTI ICE DUCT warning message and an R PACK HI PRESS caution message. After we were established on a course back towards ZZZ; the Captain took the radios and called for the R 14th DUCT warning QRH. After completing the first half of the QRH procedure; the warning message persisted so I completed the rest of procedure; preparing for a landing at the nearest suitable airport.Shortly after completion of the full QRH procedure; the R 14th DUCT warning and ANTI ICE DUCT warning messages cleared while we were still in the air. Given the potential severity of a 14th stage bleed air leak; we agreed that an immediate return to ZZZ was warranted and prioritized our remaining tasks with that in mind. I called the flight attendant and informed her that we had a warning message and would be returning to the airport; and we had about 5-7 minutes until landing. She acknowledged and requested I make a PA. I made a brief PA informing the passengers that we had a maintenance issue that required us to return to ZZZ and that we would be landing in about 5 minutes.I resumed responsibility for the radios and proceeded to assist in getting set up for the approach; setting frequencies and getting the appropriate landing data requested. We completed all normal checklists and then had an uneventful approach and landing. After clearing the runway; and having no persisting warning messages; we stated that we did not require any assistance and taxied to the gate. After we were safely on the ground; the Captain asked me to complete the R PACK HI PRESS caution QRH procedure; which cleared the message. We also reviewed the QRH procedure for the ANTI ICE DUCT warning message.While holding short of the gate waiting for a parking crew; with no remaining warning or caution messages; we received a SMOKE TOILET caution message and I could hear the smoke alarm sounding. The Captain called the flight attendant; who went to check the lavatory; and asked me to run the associated QRH procedure. I contacted the Ramp Tower and advised that we were getting a smoke toilet caution indication and requested the fire department. The flight attendant called back and reported there was no smoke in the lavatory. The SMOKE TOILET caution message cleared shortly after this with no further crew action. Passengers deplaned via jet bridge. I sent an ACARS message to Dispatch and Maintenance at the gate advising of the situation. While in the air the Captain had mentioned (and I believe attempted) messaging Dispatch of the return; though given the time critical nature of this [event]; this message was not sent until we were on the ground.[The cause was] right 14th stage bleed air leak in flight.


Synopsis: CRJ-200 flight crew reported returning to departure airport after experiencing an R 14 DUCT warning message.