Date: 201402
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Aircraft: Regional Jet 700 ER/LR (CRJ700)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Climb
ATC / advisory: Tower ZZZ
Aircraft component: Pneumatic System
Component problem: Malfunctioning
Reporter organization: Government
Reporter function: Local
Reporter qualification: Air Traffic Control Fully Certified
Human factors: Other / Unknown
Second reporter function: Captain
Anomaly: ATC Issue All Types; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Aircraft Equipment Problem Dissipated; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action; General Declared Emergency
Contributing factors: Aircraft; Procedure
Primary problem: Aircraft

Narrative: A CRJ-700 was departing and after he was approximately 1/2 mile off the departure end I instructed him to switch to Departure.  He subsequently instructed me that he was 'coming back around because of a smoke indication light from the lavatory.'   I cleared him to land as he requested and the employee on shift with me and I went to work alerting the proper personnel via phone and radio.  As part of our emergency process we must press a siren which alerts the surrounding area and with the addition of the new CFR building; causes the doors to rise in front of the fire trucks.  Unfortunately with the sounding of the siren there is the chance of others that are not integral to the functioning of the emergency process; to stick there noses into business that is not a priority at that moment.  Such was the case [with] this emergency.  Some guy from [the air carrier] kept calling and asking us information concerning the aircraft.  He said he was the Station Manager.  The first time he called; my fellow employee said that he could not disclose that information. I took the second call and feeling that he was legit I said quickly: 'He's landing; I have to go;' all along trying to scan my runways and stay vigilant.  He didn't hear me; and kept asking his silly question.  I subsequently hung up on him because I did not need to be interrupted as the fire trucks started to get on frequency and I needed to make sure all my faculties were precisely attuned to the aircraft and listening for anything else that might present itself as he was circling the airport.  The 'Station Manager' proceeded to call back again and I just hung up on him; yet again.  He called a FOURTH time and asked my fellow employee for our names.  The employee said; 'No; I can't give out that information;' and hung up on him again.  The aircraft landed without incident and no other calls from this so called 'Station Manager' were taken henceforth. Install a 'crash phone'.  Get rid of the siren.  It would light up to the authorities that need to be concerned when an emergency situation exists.   It would drastically reduce extraneous outside calls from people that have no jurisdiction over the situation.  It would quell ridiculous conversations that this guy wanted to have while we were dealing with this urgent situation.  I used one in the Air Force fourteen years ago.  It's time this airport graduated into the 21st century. Change the Tower number so that these outside companies/agencies can't just call us when they feel to bother us with superfluous and useless information.


Second narrative: We pushed on time. Everything was uneventful. No de-icing was necessary as the aircraft was hangared at our maintenance base. Both engines were started at the gate. APU was shut down; so bleeds were from engines during taxi out. Once cleared for takeoff; Tower assigned us direct to a navigation fix and FL230. Once aligned with the runway; the aircraft control was turned over to my First Officer. The takeoff roll was smooth. I called V1 and removed my hands from the thrust levels as required. I called for rotation. Immediately after the triple chimes; red warnings; and EICAS indicated SMOKE LAV. Immediately fumes were present and we acknowledged to each other that it was real. First Officer continued his flying duties as necessary. The landing gear was raised. I told the Tower we would be returning immediately; declaring an emergency; and had smoke in the cabin. The Tower asked if we needed assistance. I confirmed that we needed fire trucks. We put on our oxygen masks. We planned together to make a right boxed pattern. The Flight Attendant working the aircraft front; after talking to the Flight Attendant in the rear called the flight deck using the EMER button. She was unsure if I was aware of the unfolding emergency because she had not heard the flight deck warnings like she normally does. The rear Flight Attendant told her the smoke alarm was deafening. She opened the door and saw no Fire. The Flight attendant confirmed to me that there was smoke and that the alarms were going off. I assured her we were landing in 5 minutes. As the First Officer continued to pilot the aircraft; I made a passenger announcement stating that I was the Captain; that we were returning and that I needed everyone to remain seated. Once on final approach; I set us up for the ILS; as no visual aids are available to this runway. The aircraft was configured for a normal landing. When I bugged the Vref speed; I noticed the landing was overweight; but was not a large concern as it was just over; and because of the nature of emergency. During final approach; I mentioned to First Officer that we would probably evacuate. I relayed this to the Tower. I relayed the potential to the flight attendants as well. I told them to standby for further instructions though. Once on the ground; the aircraft was brought to a stop. The fire crews surrounded us. I turned to First Officer to talk about the evacuation. There was no longer the EICAS Smoke Lav Message. I called the flight attendants and they said it was subsiding. I determined evacuating on the runway would be more detrimental than a precautionary taxi to the gate followed by fire crews. I made a passenger announcement again stating I was the captain; we are taxiing to the gate and I needed everyone to remain seated with their seatbelts fastened until we arrived at gate. We got to the clearance to taxi to the gate and confirmed we wanted fire crews to follow. I made another passenger announcement briefly stating the quick facts that smoke in the lavatory was detected as well as smoke in the cabin so we immediately returned. I told them we would be getting off once at the gate. We parked and shut down the aircraft engines. Power was from the APU; then later gate power. Passengers were removed. Fire crews inspected the aircraft and used heat sensing tools; finding no major anomalies. The cabin still had a strong burning odor. As the passengers left; First Officer stood at the door while I made the calls to the company. They were already concerned as they showed us only completing a 5 minute flight. Later the aircraft was written up for the Smoke Lav Warning; Smoke/Fumes; and the Overweight Landing. After being interviewed by the fire department; we removed personal belongings from the aircraft and turned it over to Maintenance. The crew and I decided to discontinue our day. This was met with resistance from the Chief Pilot not understanding why we would prefer not to continue. They claimed the aircraft wasgood to continue and that what happened to us was fairly common and that it was just an indication. I have been flying for almost 17 years and have never experienced that level of threat; facing what I thought was my aircraft on fire at a critical moment. Following company FOM on Continuation of Flight - we as a full crew decided it was safest not to continue our day. 'After the use of emergency authority and specifically after the cabin was prepared for an emergency landing; the Captain will discuss with both the First Officer and Flight Attendant(s) to determine if any or all should continue the trip. Often; affected crew members may lack insight into their own emotional condition.' Once we rejected a continuation of our day; it was difficult to communicate further plans with the company. Receiving help was painfully slow. It was determined that we should seek assurance to our current health state for exposure to smoke/fumes. Coordinating transportation and figuring where to go was difficult. It was almost 5 hours until we were admitted to a hospital. We were all checked out; released to continue work when appropriate by the hospital staff.The return to field was for the immediate threat of unknown smoke; possible fire. There were speculations from the Maintenance crews about residual soap from an engine wash. This was never made clear to me. I just know that there was not a cabin fire.


Synopsis: Local Controller reports numerous undesired phone calls from an air carrier Station Manager when the CFR siren is activated for a CRJ-700 returning with smoke in the cabin.