CRJ flight crew reported multiple caution message after takeoff. The flight crew performed an air turn back and made a precautionary landing at departure airport.
Synopsis
CRJ flight crew reported multiple caution message after takeoff. The flight crew performed an air turn back and made a precautionary landing at departure airport.
Narrative
Shortly after departure from ZZZ (4;000 ft.); we received an AP PITCH TRIM; STAB TRIM; and MACH TRIM Amber caution message. I ran the QRH for each of those after the Captain called for the QRC/QRH for each. After this; the PITCH FEEL; IB GND SPLRS; IB FLT SPLRS; IB SPOILERONS Amber Caution messages appeared along with the following status messages: STAB CH 1 INOP; STAB FAULT; RUD LIMIT FAULT; SPLR/STAB FAULT; SSCU1 FAULT; PITCH FEEL FAULT; IB GND SPLR FAULT. At this point; the Captain handed the aircraft and radios to me so he could run the relevant QRH items from most severe to least severe. The PITCH FEEL QRH called for a flaps 20 landing. The Captain added a 30 percent and 15 percent safety factor for landing as that was the worst case scenario among all the QRH checklists he ran. The Captain called the Flight Attendants and ran the briefing items; requested priority handling with ATC; called maintenance on the radio to potentially troubleshoot any further; informed Dispatch via ACARS; and made a PA announcement to passengers instructing them to remain seated once clear of the runway. We circled in the air close to ZZZ until we were guaranteed to not have an overweight landing. Upon landing on ZZZ [Runway] XX; we vacated the runway and stopped to be inspected by the ARFF (Airport Rescue and Firefighting) units for any damage; or leaks; or anything else of concern on the taxiway. The taxi to the ramp was uneventful and the passengers deplaned.
Second reporter narrative
On the Date; we encountered the following AMBER CAUTION MESSAGES while climbing out of ZZZ at approximately 4;000 feet enroute to ZZZ: AP PITCH TRIM; STAB TRIM; [and] MACH TRIM. As Pilot Flying (PF); I called for the First Officer (FO) to run the QRC/QRH for each one in systematic order. We completed the QRH and continued the climb. However; only a few seconds later; we were challenged with the following AMBER CAUTION MESSAGES: PITCH FEEL; IB GND SPLRS; IB FLT SPLRS; [and] IB SPOILERONS. As well as the following STATUS MESSAGES: STAB CH 1 INOP; STAB FAULT; RUD LIMIT FAULT; SPLR/STAB FAULT; SSCU 1 FAULT; RUD LIMIT FAULT; PITCH FEEL FAULT; [and] IB GND SPLR FAULT.At this point; I handed the aircraft and radios to the FO (First Officer) so I could run the QRH for all AMBER CAUTION MESSAGES and STATUS MESSAGES. PITCH FEEL called for a FLAPS 20 Landing and an increase in landing distance. All other AMBER MESSAGES also called for an INCREASE in actual landing distance too.We were circling ZZZ at this point while running the QRH; so while the FO was flying; I radioed Maintenance in ZZZ to get another set of eyes on this now quite complex maintenance issue. Ultimately; we decided to request priority handling and return to the field in ZZZ with their assistance.The following then transpired. Requested priority handling with ZZZ for a return to the field and requested Airport Rescue and Fire Fighting (ARFF) at the standby just in case of a fire or evacuation. Discussed the situation with the Flight Attendants (FA) and took the briefing Items. Contacted Dispatch via ACARS. Made an announcement to the passengers regarding our situation and unfortunate return to ZZZ. Figured the actual landing distance at Flaps 20 with the increased distance from the actual landing distance and added the 15 percent safety buffer. Circled the aircraft to avoid landing overweight. Successfully landing at just under 75;000 lbs.We landed safely landing on Ruwnay XX via a LNAV visual approach. ARFF (Airport Rescue and Firefighting) inspected the aircraft once we were clear of the runway and the parking brake was set. An announcement to the passengers was made to stay seated with your seat belts fastened." ARFF didn't see any visible damage to the aircraft. Afterward; we taxied to the gate to deplane."
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.