Narrative:

The APU was deferred; so operating under standard procedures; we did the unpressurized takeoff. During climbout; I (pilot not flying) did the after takeoff flow and put the 10th stage bleed valves to open; packs on; and ram air off. Soon after; we got a left pack high pressure caution on the EICAS. The first officer; being the pilot flying; continued those duties and I gave him the radios while I did the abnormal checklist. After doing the checklist; the left pack high pressure caution went away and the pack operated normally. I took back my duties as pilot not flying and operating the radios. I completed some other inflight duties and then gave the pilot flying the radios back so I could contact dispatch and maintenance control. I contacted dispatch to let them know I would be coming in with a write-up. They advised me to contact maintenance control and that they would be listening in. I contacted maintenance control and relayed my discrepancy which was 'got left pack high pressure caution while turning on 10th stage bleeds; completed abnormal checklist and light went out.' maintenance asked me once or twice if the light was out and I replied 'yes.' 1 or 2 minutes went by and the maintenance controller called me back and asked me if I had put in the maintenance logbook that 'complied with manual reset procedure and light extinguished.' I replied back 'do you want me to add that to my discrepancy?' and their reply was 'no; that should be your corrective action.' at this point we are getting to be about 40 miles outside of ZZZ and workload is increasing for pilot flying who is flying and working the radios with ATC. It didn't seem right; but I asked again to make sure that was what maintenance wanted me to put in the corrective action. They said 'yes' and I asked again what they wanted me to put exactly so that I put it in the maintenance logbook correctly. The maintenance controller inquired during the conversation how far away from ZZZ I was. I replied about 40 miles so they knew I was inflight. I completed the correction action as instructed and we continued the flight into ZZZ and landed. During the time I was putting the corrective action in the maintenance logbook; my first officer was flying and listening to ATC. He was not listening to my conversation with maintenance control. He was doing his job and at a superior level. I initially didn't think it was right that I was putting a corrective action in the maintenance logbook while inflight. After a long duty day which included maintenance issues with every flight including aircraft swaps and also being new on the CRJ200; I figured maintenance control's guidance had to be correct. After the flight and leaving the aircraft with some time to digest the scenario; I quickly realized the only time I (the pilot in command) should be putting corrective actions in the maintenance logbook is after completing a successful fault reset procedure on the ground or completing a flight crew approved deferral under the direction of maintenance control. I know that the qrc is not a reset procedure; but an abnormal section that allows an abnormal situation to operate as normally as possible. It does not clear the discrepancy.

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Original NASA ASRS Text

Title: CRJ200 Captain is concerned when maintenance asks him to enter corrective actions in the logbook following the successful completion of a QRC procedure in response to an engine bleed malfunction.

Narrative: The APU was deferred; so operating under standard procedures; we did the unpressurized takeoff. During climbout; I (pilot not flying) did the after takeoff flow and put the 10th stage bleed valves to open; packs on; and ram air off. Soon after; we got a Left Pack High Pressure caution on the EICAS. The First Officer; being the pilot flying; continued those duties and I gave him the radios while I did the Abnormal Checklist. After doing the checklist; the Left Pack High Pressure caution went away and the pack operated normally. I took back my duties as pilot not flying and operating the radios. I completed some other inflight duties and then gave the pilot flying the radios back so I could contact Dispatch and Maintenance Control. I contacted Dispatch to let them know I would be coming in with a write-up. They advised me to contact Maintenance Control and that they would be listening in. I contacted Maintenance Control and relayed my discrepancy which was 'Got Left Pack High Pressure caution while turning on 10th stage bleeds; completed abnormal checklist and light went out.' Maintenance asked me once or twice if the light was out and I replied 'yes.' 1 or 2 minutes went by and the Maintenance Controller called me back and asked me if I had put in the Maintenance Logbook that 'complied with manual reset procedure and light extinguished.' I replied back 'Do you want me to add that to my discrepancy?' and their reply was 'No; that should be your corrective action.' At this point we are getting to be about 40 miles outside of ZZZ and workload is increasing for pilot flying who is flying and working the radios with ATC. It didn't seem right; but I asked again to make sure that was what Maintenance wanted me to put in the corrective action. They said 'yes' and I asked again what they wanted me to put exactly so that I put it in the Maintenance Logbook correctly. The Maintenance Controller inquired during the conversation how far away from ZZZ I was. I replied about 40 miles so they knew I was inflight. I completed the correction action as instructed and we continued the flight into ZZZ and landed. During the time I was putting the corrective action in the Maintenance Logbook; my First Officer was flying and listening to ATC. He was not listening to my conversation with Maintenance Control. He was doing his job and at a superior level. I initially didn't think it was right that I was putting a corrective action in the Maintenance Logbook while inflight. After a long duty day which included Maintenance issues with every flight including aircraft swaps and also being new on the CRJ200; I figured Maintenance Control's guidance had to be correct. After the flight and leaving the aircraft with some time to digest the scenario; I quickly realized the only time I (the Pilot in Command) should be putting corrective actions in the Maintenance Logbook is after completing a successful fault reset procedure on the ground or completing a flight crew approved deferral under the direction of Maintenance Control. I know that the QRC is not a reset procedure; but an abnormal section that allows an abnormal situation to operate as normally as possible. It does not clear the discrepancy.

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.