Narrative:

Cleared for takeoff first officer's (first officer) leg. During takeoff roll; at about 20 knots; we got 'right rev inoperative' caution message. As this did not affect the safety of flight; which is the minimum standard to abort a takeoff; I elected to continue. Soon after rotation on climbout; 'right rev inoperative' extinguished and edp 2A caution message appeared. There-after both messages would cycle on and off. At 1;000 AGL I transferred the radios to the first officer and began referencing the QRH. 'Edp 2A' message now constant so I started with that; however during the QRH procedure we received 'hydraulic system 2 lo press' message. After checking the synoptic page I could see that our hydraulic reservoir for system 2 was completely empty. This was obviously the root problem so I went to that checklist instead. A cursory glance at the checklist told us we would need to return to base. By now we were at 10;000 feet climbing to 13;000 feet. At this time we told departure we would have to return. Going through the checklist and referencing the hydraulic synoptic; we saw we had no available brake pressure in the number 2 system. This restricted our landing weight according to the QRH; so we coordinated with ATC for box vectors to burn fuel and get lighter. We also noted we would have to land at flaps 20. It was about this time we declared an emergency. Checklist complete we completed our climb check; then notified dispatch of our troubles and need for re-release. I then notified the flight attendant of our situation and time frame to landing. From ATC we requested and were given the longest runway. The rest of the approach proceeded without incident. I elected for my first officer to fly the approach since I am a recent transfer to the 900 and he has over a thousand hours in the airframe. He did a fine job. We landed below our maximum permitted weight derived from the QRH and thereafter taxied to the gate. The inboard brakes got a bit hot; with the left inboard triggering a warning with a btms reading of 15.

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Original NASA ASRS Text

Title: CRJ900 Captain experiences an 'R REV INOP' caution message at 20 knots during takeoff and continues. After takeoff an 'EDP 2A' caution message appeared but before QRH procedures can be applied a 'HYD SYS 2 LO PRESS' message appears. From the hydraulic synoptic page the root cause of all the messages is determined to be loss of fluid in the number two system. An emergency is declared and the flight returns for landing at the maximum allowable landing weight.

Narrative: Cleared for takeoff First Officer's (FO) leg. During takeoff roll; at about 20 knots; we got 'R REV INOP' caution message. As this did not affect the safety of flight; which is the minimum standard to abort a takeoff; I elected to continue. Soon after rotation on climbout; 'R REV INOP' extinguished and EDP 2A caution message appeared. There-after both messages would cycle on and off. At 1;000 AGL I transferred the radios to the FO and began referencing the QRH. 'EDP 2A' message now constant so I started with that; however during the QRH procedure we received 'HYD SYS 2 LO PRESS' message. After checking the synoptic page I could see that our hydraulic reservoir for system 2 was completely empty. This was obviously the root problem so I went to that checklist instead. A cursory glance at the checklist told us we would need to return to base. By now we were at 10;000 feet climbing to 13;000 feet. At this time we told departure we would have to return. Going through the checklist and referencing the hydraulic synoptic; we saw we had no available brake pressure in the Number 2 system. This restricted our landing weight according to the QRH; so we coordinated with ATC for box vectors to burn fuel and get lighter. We also noted we would have to land at Flaps 20. It was about this time we declared an emergency. Checklist complete we completed our climb check; then notified Dispatch of our troubles and need for re-release. I then notified the FA of our situation and time frame to landing. From ATC we requested and were given the longest runway. The rest of the approach proceeded without incident. I elected for my FO to fly the approach since I am a recent transfer to the 900 and he has over a thousand hours in the airframe. He did a fine job. We landed below our maximum permitted weight derived from the QRH and thereafter taxied to the gate. The inboard brakes got a bit hot; with the left inboard triggering a warning with a BTMS reading of 15.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.