Narrative:

After takeoff; approximately 15 minutes into the flight climbing through approx FL180 we received a 'cargo btl lo' caution message. As pilot flying (PF) I transferred controls to the first officer and ran the QRH checklist. The checklist indicated that we should assume that the bottle was discharged and to land at the nearest suitable airport. I elected to return to [departure] airport. We informed ATC and were given direct to the airport. I did not declare an emergency; and at the time I did not ask for any additional assistance. As we had been loaded with 9300 lbs of fuel for thunderstorms in the area; we were well above max landing weight. I elected to descend to a lower altitude to maximize fuel burn. ATC put us in a holding pattern at ZZZ VOR. I computed that we needed to reduce fuel to 4400 lbs to get below max landing weight. We configured to gear down; flaps 20; and max speedbrakes to increase drag and I elected to descend to 3000 ft to maximize the fuel burn (minimize time to landing). Fuel burn was approximately 2600-2800 lbs/hr per side; which gave us about 40 minutes in the hold. I sent a message to dispatch letting them know we were returning to [departure] airport. I also asked maintenance control to let local maintenance know what had happened. I briefed the flight attendant on the situation. I did not do a full briefing as I felt there was no need to do so; however I believe I covered the nature of the situation; the time remaining; and that we would be doing a normal landing. I then informed the passengers that we had an indication and the procedure required us to land at the nearest airport; which was [the] departure airport. During the hold I decided that emergency services should be on hand when the cargo door was opened; and I relayed that request to ATC. At some point the F/a called me and let me know some passengers were concerned because the flight was bumpy and noisy. I made a second PA announcement explaining that we had the landing gear down and drag devices deployed to burn fuel as quickly as possible and that the bumps and noise were due to the airplane configuration. I called operations to confirm they were in the loop and for a gate. Periodically I made further PA announcements to let the passengers know how much longer it would be to landing. Once our fuel was at 4500 lbs we proceeded inbound for a visual approach. On final ATC told me the fire trucks were near the runway. I asked to have the emergency equipment meet us at the gate. The landing was uneventful and we taxied directly to the gate. Once on the ground I deplaned the passengers. I noted maintenance; rampers; and the fire department standing by the cargo door. I noted several fire personnel don masks and then open the cargo door uneventfully. I also spoke to our maintenance folks. As I understood; the hi rate bottle had either leaked or discharged and the low rate bottle had not discharged. No suggestions. In my opinion; the response to this situation was appropriate; and I commend the first officer; the F/a; ATC; dispatch; maintenance; fire and rescue; and operations for handling the situation well.

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Original NASA ASRS Text

Title: CRJ-200 Captain reported returning to departure airport after receiving a 'CARGO BTL LO' caution message.

Narrative: After takeoff; approximately 15 minutes into the flight climbing through approx FL180 we received a 'CARGO BTL LO' caution message. As Pilot Flying (PF) I transferred controls to the First Officer and ran the QRH checklist. The checklist indicated that we should assume that the bottle was discharged and to land at the nearest suitable airport. I elected to return to [departure] airport. We informed ATC and were given direct to the airport. I did not declare an emergency; and at the time I did not ask for any additional assistance. As we had been loaded with 9300 lbs of fuel for thunderstorms in the area; we were well above max landing weight. I elected to descend to a lower altitude to maximize fuel burn. ATC put us in a holding pattern at ZZZ VOR. I computed that we needed to reduce fuel to 4400 lbs to get below max landing weight. We configured to gear down; flaps 20; and max speedbrakes to increase drag and I elected to descend to 3000 ft to maximize the fuel burn (minimize time to landing). Fuel burn was approximately 2600-2800 lbs/hr per side; which gave us about 40 minutes in the hold. I sent a message to Dispatch letting them know we were returning to [departure] airport. I also asked Maintenance Control to let Local Maintenance know what had happened. I briefed the Flight Attendant on the situation. I did not do a full briefing as I felt there was no need to do so; however I believe I covered the nature of the situation; the time remaining; and that we would be doing a normal landing. I then informed the passengers that we had an indication and the procedure required us to land at the nearest airport; which was [the] departure airport. During the hold I decided that emergency services should be on hand when the cargo door was opened; and I relayed that request to ATC. At some point the F/A called me and let me know some passengers were concerned because the flight was bumpy and noisy. I made a second PA announcement explaining that we had the landing gear down and drag devices deployed to burn fuel as quickly as possible and that the bumps and noise were due to the airplane configuration. I called Operations to confirm they were in the loop and for a gate. Periodically I made further PA announcements to let the passengers know how much longer it would be to landing. Once our fuel was at 4500 lbs we proceeded inbound for a visual approach. On final ATC told me the fire trucks were near the runway. I asked to have the emergency equipment meet us at the gate. The landing was uneventful and we taxied directly to the gate. Once on the ground I deplaned the passengers. I noted maintenance; rampers; and the fire department standing by the cargo door. I noted several fire personnel don masks and then open the cargo door uneventfully. I also spoke to our maintenance folks. As I understood; the hi rate bottle had either leaked or discharged and the low rate bottle had not discharged. No suggestions. In my opinion; the response to this situation was appropriate; and I commend the First Officer; the F/A; ATC; Dispatch; Maintenance; Fire and Rescue; and Operations for handling the situation well.

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.