Narrative:

Right after rotation we had a triple chime, a visual warning, and an audio warning. The message informed us that we had a right 14TH stage duct leak. As the pilot flying, I told the captain that I would fly the airplane and handle the radios while he proceeded to review the appropriate checklist. After completing the checklist and determining that the message was not out, the captain assumed control of the airplane and elected to return to the airport. The checklist said that if the message failed to go out, to shut down the engine. Rather than shut down the engine and circle for over an hour to burn off the necessary fuel, the captain elected to return immediately to the airport and land over weight. I agreed with this course of action and I proceeded to brief the flight attendant and the passengers. We told the tower that we would like to return to the airport, but we did not declare an emergency due to the fact that everthing was normal other than that the message.we landed without incident and taxied to the gate. The aircraft was then taken to the hanger to be inspected. Despite being a little rushed, I feel the captain and I worked through the problem well and worked together as a team. The training we have had certainly paid off and this is a good example of how CRM works. Callback conversation with reporter revealed the following information: the reporter stated the warning was an actual 14TH stage duct leak and not a false warning. The reporter said the engine was not shut down as per the quick reference handbook procedures.

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Original NASA ASRS Text

Title: A CANADAIR CL65 ON TKOF AT ROTATION DECLARED AN EMER AND DIVERTED DUE TO A 14TH STAGE DUCT WARNING CAUSED BY A 14TH STAGE DUCT LEAK.

Narrative: RIGHT AFTER ROTATION WE HAD A TRIPLE CHIME, A VISUAL WARNING, AND AN AUDIO WARNING. THE MESSAGE INFORMED US THAT WE HAD A RIGHT 14TH STAGE DUCT LEAK. AS THE PILOT FLYING, I TOLD THE CAPT THAT I WOULD FLY THE AIRPLANE AND HANDLE THE RADIOS WHILE HE PROCEEDED TO REVIEW THE APPROPRIATE CHKLIST. AFTER COMPLETING THE CHKLIST AND DETERMINING THAT THE MESSAGE WAS NOT OUT, THE CAPT ASSUMED CTL OF THE AIRPLANE AND ELECTED TO RETURN TO THE ARPT. THE CHKLIST SAID THAT IF THE MESSAGE FAILED TO GO OUT, TO SHUT DOWN THE ENG. RATHER THAN SHUT DOWN THE ENG AND CIRCLE FOR OVER AN HOUR TO BURN OFF THE NECESSARY FUEL, THE CAPT ELECTED TO RETURN IMMEDIATELY TO THE ARPT AND LAND OVER WT. I AGREED WITH THIS COURSE OF ACTION AND I PROCEEDED TO BRIEF THE FLIGHT ATTENDANT AND THE PAXS. WE TOLD THE TWR THAT WE WOULD LIKE TO RETURN TO THE ARPT, BUT WE DID NOT DECLARE AN EMER DUE TO THE FACT THAT EVERTHING WAS NORMAL OTHER THAN THAT THE MESSAGE.WE LANDED WITHOUT INCIDENT AND TAXIED TO THE GATE. THE ACFT WAS THEN TAKEN TO THE HANGER TO BE INSPECTED. DESPITE BEING A LITTLE RUSHED, I FEEL THE CAPT AND I WORKED THROUGH THE PROBLEM WELL AND WORKED TOGETHER AS A TEAM. THE TRAINING WE HAVE HAD CERTAINLY PAID OFF AND THIS IS A GOOD EXAMPLE OF HOW CRM WORKS. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE WARNING WAS AN ACTUAL 14TH STAGE DUCT LEAK AND NOT A FALSE WARNING. THE RPTR SAID THE ENG WAS NOT SHUT DOWN AS PER THE QUICK REFERENCE HANDBOOK PROCS.

Data retrieved from NASA's ASRS site as of July 2007 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.