Narrative:

Upon arrival; we received information from operations that we were getting an aircraft and gate swap. We were told that our aircraft would be towed over to a gate from the maintenance hangar. It was one of the aircraft that we have that requires the IRS system to be setup; the backup weight and balance method to be completed; and the backup ACARS sheet to be coordinated with the flight attendant and gate agent to be handed out because the ACARS is not active on this aircraft. Nonetheless; the aircraft arrived at the gate about 15 minutes later. While performing our preflight inspections and our first flight of the day checks; we noticed two things that caught our attention. The first of which we discussed was how that this aircraft had been written up 6 times in the past 2 days for the same item. The item was an aft cargo caution message accompanied by a proximity system fault 2 status message. Most of the write ups on the yellow pages or previous history pages indicated that the messages came on only in flight and self cleared every time during the descent. Also; pressurization was never listed as part of the problem. Finally; while I was reviewing the final page of the logbook; which happened to be a white page with 3 write ups on it; the third of which was an aft cargo caution message and proximity system fault 2; I received a call from crew scheduling. They called to inform me that; although; today was my 10th day working out of the last 11 days that they were removing my off day for the following day which would place me into another single day off for the month. In addition; this change would place me at work for a total of 15 of 17 days now. Furthermore; my duty day was further extended as well as the following day which I was planning to use as a much needed day off. Also; crew scheduling did not offer me a choice for a replacement day off. They just placed the off day where they needed it. At this point in the conversation with crew scheduling; deflated and distracted; I told the crew scheduler that I would have to call him back to finish the conversation because I needed to get back to getting our aircraft prepared for an on time departure. At this point; the first officer and I completed our tasks and pushed back on time. Enroute we received the aft cargo caution message and the proximity system fault 2 message. We ran the QRH and noted that the pressurization was normal throughout the flight. During the descent the messages disappeared on their own. Upon arrival at the gate we wrote the items up in the logbook and contacted maintenance control. They sent out local maintenance. Once he arrived I handed him the logbook. Unfortunately; it is at this point; with the page turned to the previous page; a white page; that I realized that the last item on that page; an aft cargo caution message and proximity system fault 2 message; was already listed; but it was without a maintenance sign off. I am not sure how I overlooked it; unfortunately; I did. From this point; I called maintenance control back and we got the maintenance supervisor involved. Later; maintenance control had the local maintenance technician attempt to fix the problem; although; we were unable to duplicate it. The logbook write ups were signed off and I followed up with a additional call to maintenance control to verify that the aircraft sign offs were done correctly. After this we boarded the passengers and departed. Again; we received the messages in flight. We contacted maintenance and wrote the items up again.I believe that this happened due to task saturation and distractions. I don't think that any one of the tasks or distractions single-handedly prevented me or us from doing what I or we always do; including finding errors of this nature. However; on this day; unfortunately; it did. Again; although; we deal with many of these items on a regular basis as part of our job I feel these are probably some of the items we dealt with on this particular day: from the beginning was theaircraft swap which is undesirable for us because it requires us to load and reload our gear and it also reduces our opportunity for a break without jeopardizing on-time performance. Next; was probably the fact that the aircraft was being towed over from the hangar. This can be troublesome for pilots because it is difficult for us to gauge an accurate time when the aircraft will be on the gate. Not to mention; an aircraft coming from the hangar should be maintenance cleared and defect free. In addition; there were no indications on the aircraft of any current problems that were not accounted for on the dispatch release. Also; because there are many variables in what to look for on maintenance sign offs; based on who signed it off (maintenance; pilot; local maintenance; etc.); it can add an additional levels of complexity to the logbook that could easily be improved. Furthermore; when we receive a call from the company we feel obligated to answer that call. Unfortunately; when this call is from scheduling there is a high probability that unwanted changes have taken place and that they will probably have a negative impact on your quality of life. I also realize that working 10 out of the last 11 days and being scheduled into 15 out 17 days that I have to be even more vigilant with the details.my number one suggestion is that the scheduling department waits until the end of our trips to notify us of any changes. From a safety stand point this is my biggest distraction. I have received ACARS messages even on short final from the scheduling department and find that it is an unnecessary distraction for our company; especially; when I am already required to call and check out with them when I am done. In addition; the current maintenance release system seems to be more of a linear system where the next person in line is the stop gap to catch any errors. Perhaps; this event found a loop hole; I'm not sure.

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Original NASA ASRS Text

Title: CRJ700 Captain describes issues that led up to departing in an aircraft with an open logbook write up. The aircraft had a history of aft CARGO caution messages which reoccurred on this flight.

Narrative: Upon arrival; we received information from Operations that we were getting an aircraft and gate swap. We were told that our aircraft would be towed over to a gate from the maintenance hangar. It was one of the aircraft that we have that requires the IRS system to be setup; the backup weight and balance method to be completed; and the backup ACARS sheet to be coordinated with the Flight Attendant and gate agent to be handed out because the ACARS is not active on this aircraft. Nonetheless; the aircraft arrived at the gate about 15 minutes later. While performing our preflight inspections and our first flight of the day checks; we noticed two things that caught our attention. The first of which we discussed was how that this aircraft had been written up 6 times in the past 2 days for the same item. The item was an AFT CARGO caution message accompanied by a PROX SYS FAULT 2 status message. Most of the write ups on the yellow pages or previous history pages indicated that the messages came on only in flight and self cleared every time during the descent. Also; pressurization was never listed as part of the problem. Finally; while I was reviewing the final page of the logbook; which happened to be a white page with 3 write ups on it; the third of which was an AFT CARGO caution message and PROX SYS FAULT 2; I received a call from Crew Scheduling. They called to inform me that; although; today was my 10th day working out of the last 11 days that they were removing my off day for the following day which would place me into another single day off for the month. In addition; this change would place me at work for a total of 15 of 17 days now. Furthermore; my duty day was further extended as well as the following day which I was planning to use as a much needed day off. Also; Crew Scheduling did not offer me a choice for a replacement day off. They just placed the off day where they needed it. At this point in the conversation with Crew Scheduling; deflated and distracted; I told the Crew Scheduler that I would have to call him back to finish the conversation because I needed to get back to getting our aircraft prepared for an on time departure. At this point; the First Officer and I completed our tasks and pushed back on time. Enroute we received the AFT CARGO caution message and the PROX SYS FAULT 2 message. We ran the QRH and noted that the pressurization was normal throughout the flight. During the descent the messages disappeared on their own. Upon arrival at the gate we wrote the items up in the logbook and contacted Maintenance Control. They sent out Local Maintenance. Once he arrived I handed him the logbook. Unfortunately; it is at this point; with the page turned to the previous page; a white page; that I realized that the last item on that page; an AFT CARGO caution message and PROX SYS FAULT 2 message; was already listed; but it was without a Maintenance sign off. I am not sure how I overlooked it; unfortunately; I did. From this point; I called Maintenance Control back and we got the Maintenance Supervisor involved. Later; Maintenance Control had the Local Maintenance Technician attempt to fix the problem; although; we were unable to duplicate it. The logbook write ups were signed off and I followed up with a additional call to Maintenance Control to verify that the aircraft sign offs were done correctly. After this we boarded the passengers and departed. Again; we received the messages in flight. We contacted Maintenance and wrote the items up again.I believe that this happened due to task saturation and distractions. I don't think that any one of the tasks or distractions single-handedly prevented me or us from doing what I or we always do; including finding errors of this nature. However; on this day; unfortunately; it did. Again; although; we deal with many of these items on a regular basis as part of our job I feel these are probably some of the items we dealt with on this particular day: From the beginning was theaircraft swap which is undesirable for us because it requires us to load and reload our gear and it also reduces our opportunity for a break without jeopardizing on-time performance. Next; was probably the fact that the aircraft was being towed over from the hangar. This can be troublesome for pilots because it is difficult for us to gauge an accurate time when the aircraft will be on the gate. Not to mention; an aircraft coming from the hangar should be maintenance cleared and defect free. In addition; there were no indications on the aircraft of any current problems that were not accounted for on the dispatch release. Also; because there are many variables in what to look for on maintenance sign offs; based on who signed it off (Maintenance; Pilot; Local Maintenance; etc.); it can add an additional levels of complexity to the logbook that could easily be improved. Furthermore; when we receive a call from the company we feel obligated to answer that call. Unfortunately; when this call is from scheduling there is a high probability that unwanted changes have taken place and that they will probably have a negative impact on your quality of life. I also realize that working 10 out of the last 11 days and being scheduled into 15 out 17 days that I have to be even more vigilant with the details.My number one suggestion is that the Scheduling Department waits until the end of our trips to notify us of any changes. From a safety stand point this is my biggest distraction. I have received ACARS messages even on short final from the Scheduling Department and find that it is an unnecessary distraction for our company; especially; when I am already required to call and check out with them when I am done. In addition; the current maintenance release system seems to be more of a linear system where the next person in line is the stop gap to catch any errors. Perhaps; this event found a loop hole; I'm not sure.

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.