Narrative:

While conducting a leg from ZZZ to ZZZ1 on day two of a four-day; we had just climbed to cruise altitude; FL390; and leveled off. I; [the] ca (captain); was pilot flying and we got a cargo btl lo caution on the EICAS. I said that I had the radios and controls and asked the non-flying first officer (first officer) to reference the QRH for the cargo btl lo indication. He read the checklist carefully; fire page 16; and it called for aft cargo switch off and then land at the nearest suitable airport. We switched the aft cargo switch to the off position. While reading the checklist; the cargo btl lo caution message disappeared from EICAS. We completed the checklist.I asked the first officer to take the radios and contacted dispatch by ACARS. I told them that we had had the cargo btl lo indication; and while conducting the checklist; the indication went away. We completed the checklist and the next action would be to divert to the nearest suitable field. Through ACARS; I asked for weather at several potential divert locations. ACARS response was to ask if we still had the indication; and we responded again that we did not. The dispatcher then stated that he didn't think that we had to divert... I messaged that a divert was called for by the checklist and [that we] needed recommendations on where to go immediately. While having this conversation through ACARS; I was having a conversation with the first officer about the problem and talking with ATC about the potential divert. Since the information on weather was not available from dispatch; I asked ATC for weather at several potential alternates. While giving us the weather; they asked if [we] were declaring an emergency. We stated no; that we were working the problem and negotiating with our dispatch... The first officer and I discussed the problem. While reading the checklist; the cargo btl lo indication went away. The checklist; fire page 16; was not clear and did not state any reference to; if the indication went away - divert or just continue. We discussed the actions called for by the checklist- aft cargo switch - off. Turning off the aft cargo switch would close the value isolating the aft cargo container from the cabin and would have no connection with the cargo btl lo indication. We had no indication that the bottle had been discharged... But it could simply leak. The divert would be called for because without redundant fire bottles; we would have reduced fire protection in the aft cargo area. I voiced my concern that; possibly; a divert was not called for in this case - but maybe it was... I was thinking it through....by that time; dispatch was responding that we should not divert. That they had contacted maintenance and maintenance said that a divert was not necessary in this case. I responded with - thanks; but I would like that response in writing from the chief pilot. As ca; I had decided that it was probably ok to continue; but since a divert was called for by the checklist I would need to do it as a precaution. Since dispatch and maintenance thought that it was not necessary; I wanted a second opinion on not complying with the checklist; and having it come from a seasoned chief pilot seemed like a good idea. As we were having these lengthy series of texts through acars; we planned our possible divert. As we were nearing our decision point - we had selected ZZZ2 as our divert airport - we received an ACARS from the dispatch that the chief pilot concurred; that a divert was not necessary. Ok; we responded. We are continuing on to our destination we messaged. We continued and landed at our destination with no issues. On the walk around; the first officer checked the aft cargo btls. They were full.as the captain; I had to make a decision to divert or continue while following the checklist; company policy; asking for inputs from first officer; [the] company; maintenance etc.; and using my own brain and experience. No checklist or dispatch; or even chief pilot recommendations could absolve me of that responsibilityi chose to continue the flight to our destination rather than divert as called for by the checklist because the cargo btl lo indication went away; while taking on the inputs from dispatch; maintenance and the agreement of the chief pilot. But maybe I made the wrong choice?? We landed safely and now can look back and try to learn from the experience.we need real time weather information available in the cockpit. While we had plenty of time - [it was a] land as soon as suitable emergency - it was still an emergency and we were unable to get weather information from dispatch in a timely manner. I suggest a clarification in the checklist; to add; if btl lo indication goes away then.... Clarifying the expected actions.

Related reports:

Google
 

Original NASA ASRS Text

Title: CRJ-900 Captain reported a lack of consensus with various other parties after a CARGO BTL LO EICAS warning.

Narrative: While conducting a leg from ZZZ to ZZZ1 on day two of a four-day; we had just climbed to cruise altitude; FL390; and leveled off. I; [the] CA (Captain); was Pilot Flying and we got a CARGO BTL LO caution on the EICAS. I said that I had the radios and controls and asked the non-flying FO (First Officer) to reference the QRH for the CARGO BTL LO indication. He read the checklist carefully; FIRE page 16; and it called for AFT CARGO switch off and then land at the nearest suitable airport. We switched the AFT CARGO switch to the OFF position. While reading the checklist; the CARGO BTL LO caution message disappeared from EICAS. We completed the checklist.I asked the FO to take the radios and contacted Dispatch by ACARS. I told them that we had had the CARGO BTL LO indication; and while conducting the checklist; the indication went away. We completed the checklist and the next action would be to divert to the nearest suitable field. Through ACARS; I asked for weather at several potential divert locations. ACARS response was to ask if we still had the indication; and we responded again that we did not. The Dispatcher then stated that he didn't think that we had to divert... I messaged that a divert was called for by the checklist and [that we] needed recommendations on where to go immediately. While having this conversation through ACARS; I was having a conversation with the FO about the problem and talking with ATC about the potential divert. Since the information on weather was not available from Dispatch; I asked ATC for weather at several potential alternates. While giving us the weather; they asked if [we] were declaring an emergency. We stated NO; that we were working the problem and negotiating with our Dispatch... The FO and I discussed the problem. While reading the checklist; The CARGO BTL LO indication went away. The checklist; Fire page 16; was not clear and did not state any reference to; if the indication went away - divert or just continue. We discussed the actions called for by the checklist- AFT CARGO SWITCH - OFF. Turning off the AFT CARGO switch would close the value isolating the Aft Cargo Container from the cabin and would have no connection with the CARGO BTL LO indication. We had no indication that the bottle had been discharged... but it could simply leak. The divert would be called for because without redundant fire bottles; we would have reduced fire protection in the Aft Cargo area. I voiced my concern that; possibly; a divert was not called for in this case - but maybe it was... I was thinking it through....By that time; Dispatch was responding that we should NOT divert. That they had contacted Maintenance and Maintenance said that a divert was not necessary in this case. I responded with - THANKS; but I would like that response in writing from the CHIEF PILOT. As CA; I had decided that it was probably ok to continue; but since a divert was called for by the checklist I would need to do it as a precaution. Since Dispatch and Maintenance thought that it was NOT necessary; I wanted a second opinion on not complying with the checklist; and having it come from a seasoned Chief Pilot seemed like a good idea. As we were having these lengthy series of texts through ACARs; we planned our possible divert. As we were nearing our decision point - we had selected ZZZ2 as our divert airport - we received an ACARS from the Dispatch that the CHIEF PILOT concurred; that a divert was not necessary. OK; we responded. We are continuing on to our destination we messaged. We continued and landed at our destination with no issues. On the walk around; the FO checked the AFT CARGO BTLs. They were full.As the Captain; I had to make a decision to divert or continue while following the checklist; company policy; asking for inputs from FO; [the] Company; Maintenance etc.; and using my own brain and experience. No checklist or Dispatch; or even Chief Pilot recommendations could absolve me of that responsibilityI chose to continue the flight to our destination rather than divert as called for by the checklist because the CARGO BTL LO indication went away; while taking on the inputs from Dispatch; Maintenance and the agreement of the Chief Pilot. But maybe I made the wrong choice?? We landed safely and now can look back and try to learn from the experience.We need real time weather information available in the cockpit. While we had plenty of time - [it was a] land as soon as SUITABLE emergency - it was still an emergency and we were unable to get weather information from Dispatch in a timely manner. I suggest a clarification in the checklist; to ADD; if BTL LO indication goes away then.... clarifying the expected actions.

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.