Narrative:

About 2000 feet MSL; after take-off; we received an av bay door caution EICAS. Pressurization [cabin altitude]began to rise abnormally. The QRH procedure for miscellaneous doors required us to verify pressurization as performing properly. If not; the QRH had us set the pressurization to manual mode; follow a few more steps; and land at nearest suitable airport. ATC advised of moderate to severe turbulence reported on our route ahead. Our departure airport was VMC and directly behind us. We decided that a return was the safest choice.during the return while we flew through light turbulence the stick shaker activated at 145-150 knots at about 1200 feet. We had field in sight and were cleared for a visual. No action was needed and we were immediately stable again. We landed overweight at 48;800 lbs and touch down was at 200-300 FPM rate of descent. Upon exiting the runway the nose wheel steering failed and began to free caster. We complied with the QRH and the steering remained inoperative. The first officer called ops for a tow to the gate while I called maintenance control who provided a reset procedure that worked. Simultaneously; the tug arrived so I opted to be towed back. Local maintenance arrived; performed inspections; and we were cleared of the write-ups.at one point following all of the above events my first officer asked what he needed to do for me. I looked to him and said ' we need to wait a minute and let me get my head straight again -- so I can focus on that very question.' this was information/task overload. Once I had that moment we proceeded as required by QRH.

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Original NASA ASRS Text

Title: A CRJ 200 experienced multiple anomalies before; during and after a decision to return to their departure airport due to a compromised pressurization system.

Narrative: About 2000 feet MSL; after take-off; we received an AV Bay Door Caution EICAS. Pressurization [cabin altitude]began to rise abnormally. The QRH procedure for miscellaneous doors required us to verify pressurization as performing properly. If not; the QRH had us set the pressurization to manual mode; follow a few more steps; and land at nearest suitable airport. ATC advised of moderate to severe turbulence reported on our route ahead. Our departure airport was VMC and directly behind us. We decided that a return was the safest choice.During the return while we flew through light turbulence the stick shaker activated at 145-150 knots at about 1200 feet. We had field in sight and were cleared for a visual. No action was needed and we were immediately stable again. We landed overweight at 48;800 lbs and touch down was at 200-300 FPM rate of descent. Upon exiting the runway the nose wheel steering failed and began to free caster. We complied with the QRH and the steering remained INOP. The First Officer called ops for a tow to the gate while I called Maintenance Control who provided a reset procedure that worked. Simultaneously; the tug arrived so I opted to be towed back. Local maintenance arrived; performed inspections; and we were cleared of the write-ups.At one point following all of the above events my First Officer asked what he needed to do for me. I looked to him and said ' we need to wait a minute and let me get my head straight again -- so I can focus on that very question.' This was information/task overload. Once I had that moment we proceeded as required by QRH.

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.