CRJ-900 crew reported a L Bleed Warning and subsequent R PACK going offline during climb after bleed warning had been worked on for over 7 hours prior to departure. Crew returned to departure airport and landed normally.
Synopsis
CRJ-900 crew reported a L Bleed Warning and subsequent R PACK going offline during climb after bleed warning had been worked on for over 7 hours prior to departure. Crew returned to departure airport and landed normally.
Narrative
At the gate in ZZZ; suddenly we got a L Bleed Duct Warning. Since we were not at the flight controls; the aircraft was parked at the gate; the system isolated the left side of the bleeds and pack and reverted into a L Bleed Caution. Maintenance was contacted; boarding was held. After several hours of troubleshooting; the L Bleed Duct Warnings reoccurred several times. After tightening a clamp in the aft equipment bay; and an engine run; contract maintenance was instructed to sign off the aircraft. At that point the warning had not reoccurred for about 45 minutes. . During the sign off I started boarding. During that time the Warning reoccurred. I held boarding and informed maintenance. More trouble shooting was resumed. Again for some time and analyzing mainly fault codes; the decision was made to sign the aircraft off. I voiced my concern multiple time that if the fault was not found; and even if the fault would be in the warning system itself; a decompression in flight would occur with a landing at nearest airport. This concern was communicated to maintenance control via the contract maintenance.Again during the sign off process the system went into fault. More engine runs were done and the clamp was moved and tighten again. With the fault not having reoccurred at that time for 45 minutes the aircraft was signed off. At that time the process had taken nearly 7 hours with the fault occurring about 8 times.I contacted dispatch to tanker fuel for a potential flight at lower altitude in case of decompression; I instructed the FO to clean his O2 Mask; I did the same and we reviewed EPC and QRH for L Bleed Duct Warning in flight. We boarded and departed of ZZZ1. Approximately 10 minutes into the flight climbing through 14000 feet; L Bleed Duct Warning was displayed. I was the flying pilot so I instructed the FO the perform EPC; QRH; During that time the Right Pack went offline and we were not able to reengage the pack. The aircraft fully depressurized. I instructed the FO to Brief Passengers and FA's; ACARS the company. [ATC was notified] while descending to a safe altitude. Multiple pressure bumps were felt. ATC inquired about Passengers and Fuel on board and injuries among the Passengers. I contacted the Fa's and was informed that besides discomfort no injuries were observed. We returned to the field without further incident.Suggestions: Consider ferrying an aircraft rather than revenue flight with a malfunction that can not be resolved and causes the depressurization of the aircraft.
Second reporter narrative
We landed in ZZZ and were getting ready to board passengers to ZZZ1 when a L bleed duct caution came on. We called maintenance and they sent contract maintenance to address the problem. They said that they could not reproduce the event and were ready to sign off the plane when the caution came back on. For the next 6.5 hours they searched for the cause thought they had found and fixed it and then the same caution would return. They had us start and run the engines for 5 minutes after they believed that they had fixed the problem and told us to board the plane while they signed off the paperwork. During the boarding process the L bleed caution came on again and we had to deplane passengers from the aircraft. Now a L bleed warning message come on and maintenance thought that they had found the issue that was related to wires that were grounding out. They moved the wires and said that again the plane was good to go. We ran up the left engine for 5 minutes and then had the APU running for over an hour with no Warning or Caution messages. The captain ; on several occasions; voiced his concern that because the issue was occurring intermittently multiple times after maintenance had been ready to sign off the paperwork so that we could fly; if the problem was not resolved then this could lead to a depressurization in flight and he did not want to subject the passengers and crew to this. Maintenance signed off the airplane for the flight and we prepared by reviewing the EPC and QRH for a L BLEED Duct Warning. The captain also added extra fuel in case we depressurized and had to fly at a lower altitude then our cruising altitude. We took off from runway XXR and climbing thru 10000 feet we had a L BLEED Warning; we were prepared and quickly ran through the EPC and QRH in less than the 30 seconds that would cause depressurization. As we continued through 12000 feet the right AC PACK shut off. We requested from ATC that we level off and they granted it and we ran through the depressurized flight portion of the QRH. The captain requested a descent to 10000 feet and asked to return to ZZZ. ATC cleared us to land at XXC in ZZZ and we landed without incident. The captain told tower that we did not need any of the emergency vehicles to follow us to the gate. We deplaned the passengers and I was not made aware of any injury sustained from this flight from either the passengers or the crew.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.