Narrative:

Declared an emergency when the right bleed duct warning message appeared on EICAS followed by flight attendants alerting us to a funny odor in the cabin. We started to get the odor too; so I ordered the O2 masks on and instructed first officer to declare an emergency while I got out the emergency checklist. I also told the flight attendants to don the portable O2 masks as well and sit down. After executing the checklist items; the bleed duct warning went out but the odor remained. We were talking to center at the time and requested direct ZZZ. We were already given 11;000 ft prior to the warning message; so we continued on down. After we contacted TRACON; we told them we wanted runway 36R and crash fire rescue equipment to meet us. After landing and rollout; we pulled off the runways to have the crash fire rescue equipment team inspect us. After they cleared us; we taxied to the gate and deplaned. Flight attendants complained of headaches and were very nauseous. One of the O2 bottles did not work and they had to share one bottle.on the previous leg we got a wing anti ice fault after getting an ice light in weather. This happened a couple of times; so I wrote it up. After talking to dispatch and maintenance control; determined that we could not crew placard the wing anti ice fault; so maintenance control called out contract maintenance. After taking a while to look at the MEL; getting a fax from maintenance control and completing the required procedures; deferring the valve problem under MEL 30-25; we were able to depart back to ZZZ. At 20000 ft we picked some light rime ice and turned on the cowl and wing anti-ice. We had been in icing for about 10 to 15 mins and were starting to descend when the warning occurred. Outside tat was +15 degrees and the sat was - 13 degrees. I am not qualified to discuss maintenance procedures but I don't think the plane should have been dispatched into icing conditions because it obviously put too much of a load on the system. Even though the procedure allowed us to fly the plane in icing; the weather conditions were not suitable and we had to turn on the system because we were picking up ice even though the tat was pretty warm.

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Original NASA ASRS Text

Title: CRJ700 flight crew experienced a Right Bleed Duct warning message at FL200 and report of strong odor in the cabin from the Flight Attendants. Emergency checklist procedures were initiated; oxygen masks donned; and descent initiated. The flight was operating with a wing anti-ice valve deferred under MEL 30-25. An uneventful landing at destination ensued.

Narrative: Declared an emergency when the R Bleed Duct warning message appeared on EICAS followed by flight attendants alerting us to a funny odor in the cabin. We started to get the odor too; so I ordered the O2 masks on and instructed First Officer to declare an emergency while I got out the Emergency Checklist. I also told the flight attendants to don the portable O2 masks as well and sit down. After executing the checklist items; the bleed duct warning went out but the odor remained. We were talking to Center at the time and requested direct ZZZ. We were already given 11;000 FT prior to the warning message; so we continued on down. After we contacted TRACON; we told them we wanted Runway 36R and CFR to meet us. After landing and rollout; we pulled off the runways to have the CFR team inspect us. After they cleared us; we taxied to the gate and deplaned. Flight Attendants complained of headaches and were very nauseous. One of the O2 bottles did not work and they had to share one bottle.On the previous leg we got a Wing Anti Ice fault after getting an ICE light in weather. This happened a couple of times; so I wrote it up. After talking to Dispatch and Maintenance Control; determined that we could not crew placard the Wing Anti Ice fault; so Maintenance Control called out Contract Maintenance. After taking a while to look at the MEL; getting a fax from Maintenance Control and completing the required procedures; deferring the valve problem under MEL 30-25; we were able to depart back to ZZZ. At 20000 ft we picked some light rime ice and turned on the cowl and wing anti-ice. We had been in icing for about 10 to 15 mins and were starting to descend when the warning occurred. Outside TAT was +15 degrees and the SAT was - 13 degrees. I am not qualified to discuss maintenance procedures but I don't think the plane should have been dispatched into icing conditions because it obviously put too much of a load on the system. Even though the procedure allowed us to fly the plane in icing; the weather conditions were not suitable and we had to turn on the system because we were picking up ice even though the TAT was pretty warm.

Data retrieved from NASA's ASRS site as of April 2012 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.