CRJ-900 First Officer reported numerous Caution and Status Messages after takeoff resulting in an immediate return to the departure airport.

Narrative

Operating Aircraft X on Date from ZZZ to ZZZZ (planned destination). Enroute encountered a few Caution Messages and Status messages: Pitch Feel (Caution); OB GRD SPLRS (Caution); GLD Man Disarm (Status); RUD Limit Fault (Status); STAB Fault (Status); SPLR/STAB Fault (Status). I established a commercial radio telephone connection to Dispatch to troubleshoot the situation; as a team (Dispatch/Maintenance/Captain/First Officer) we determined best course of action was to return to a Maintenance base after determining that it would not likely be something that could be resolved after arriving to the ZZZZ outstation. ZZZ return was communicated to ATC and a reroute was commenced. The Captain kept the passengers informed while he handed me flight controls to begin the return to ZZZ; (and did return to his pilot flying (PF) duty as we were establishing the descent on arrival into ZZZ). Dispatch and the Captain and I agreed an alternate destination of ZZZ1 would be needed for ZZZ given the weather at expected time of arrival. We then planned for a Min Drag cruise setting to conserve fuel to be sufficient to return to ZZZ and possibly further divert to ZZZ1. The ILS to Runway XX was used to get us into ZZZ; and no further diversion to ZZZ1 was needed. Upon landing; Maintenance met the aircraft and had already had a replacement plane tugged into the adjacent gate; Crew Scheduling removed the ZZZZ turn from myself and the Captain and had a replacement flight crew in place as we arrived. No suggestions would be warranted. The systems alerted us on EICAS; commercial radio was used to establish a plan of action; Dispatch; Maintenance and Operations all worked behind the scenes to minimize the passenger delay after the air return by providing a replacement crew and plane at an adjacent gate.