Narrative:

[We were] originally scheduled through icing while single pack. We were cruising along at FL240 on schedule and around 30 minutes into the flight left bleed duct warning. The captain immediately assumed controls and radio responsibilities (he was PF) and called for the bleed duct warning QRH checklist. We proceeded to descend to 10;000 feet after [notifying ATC] and picked an appropriate [alternate] destination as it was right in front of us and we knew it had sufficient runway distances. After; we acarsed dispatch to inform him of the event and planned destination; we never heard back and relied on ATC for updated weather and NOTAMS. We successfully fully completed the QRH checklist and had a successful/uneventful landing. The captain decided we would deplane and allow the passengers inside as this mechanical issue could take significant time to fix. We sat around the airport running maintenance checks with the outstation maintenance for a couple of hours; it was [late at night] at this time and scheduling was trying to extend us until [early morning hours] to complete the flight on the same aircraft. We decided we did not feel comfortable working the flight until those early hours on an extension after the stress we just went through but the chief pilot said that was not a 'valid excuse' to cancel the flight; so the captain called in fatigued and the flight ended up getting canceled.

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Original NASA ASRS Text

Title: CRJ-900 First Officer reported diverting to an alternate after experiencing L BLEED DUCT warning in cruise flight.

Narrative: [We were] originally scheduled through icing while single PACK. We were cruising along at FL240 on schedule and around 30 minutes into the flight L BLEED DUCT Warning. The Captain immediately assumed controls and radio responsibilities (he was PF) and called for the BLEED DUCT Warning QRH checklist. We proceeded to descend to 10;000 feet after [notifying ATC] and picked an appropriate [alternate] destination as it was right in front of us and we knew it had sufficient runway distances. After; we ACARSed Dispatch to inform him of the event and planned destination; we never heard back and relied on ATC for updated weather and NOTAMS. We successfully fully completed the QRH checklist and had a successful/uneventful landing. The Captain decided we would deplane and allow the passengers inside as this mechanical issue could take significant time to fix. We sat around the airport running maintenance checks with the outstation maintenance for a couple of hours; it was [late at night] at this time and scheduling was trying to extend us until [early morning hours] to complete the flight on the same aircraft. We decided we did not feel comfortable working the flight until those early hours on an extension after the stress we just went through but the chief pilot said that was not a 'valid excuse' to cancel the flight; so the Captain called in fatigued and the flight ended up getting canceled.

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.