Narrative:

After a normal pre-flight and taxi out the aircraft was ready for takeoff. I was the captain and pilot not flying for the flight. We had over 100 passengers on board. The weather at takeoff was VMC; with no precipitation and a temperature of 4C; and a dew point of -1C. Shortly after takeoff; at approximately 1;500 ft; a level 1 alert of left eng vib hi appeared on the ead. The secondary engine page showed a boxed amber 4.7 units. As the pilot not flying; I referenced the QRH for level 1 alerts; which stated that there was no vibration in flight limitation; and to monitor other engine parameters. I noted at this time that the tgt was running about 720C; while the right engine was about 640C. The tgt and vib's were monitored further as the aircraft continued its climb; and I also tried reducing power on the left engine; but this did not have any effect on vib's. At approximately 9;000 ft; the tgt for the left engine rose rapidly to 1149C; with associated engine left brg ovht level 2 alert and auto shutdown. The aircraft was leveled at 11;000 ft; the immediate action items were completed for severe engine damage; and an emergency was declared with ATC. I asked for vectors back to the longest available runway; and started to run the QRH procedure; while the first officer flew the aircraft. I coordinated with ATC; company; and gave the test briefing to the flight attendants. The aircraft was on a downwind leg to land; with the approach briefed and the QRH checklist completed. At this time I elected to take control of the aircraft for landing. This had no bearing on the first officer; as he was doing an outstanding job of flying; but I simply wanted to exercise my PIC prerogative; and make the single engine emergency landing. All checklists were completed from the QRH; and the aircraft lined up and made an overweight landing of approximately 107;000 pounds. I exited the runway; and parked on the taxiway next to where the fire department was waiting. I made an announcement for the passengers to remain seated; and directed the fire chief to inspect the left engine for any signs of fire; smoke or other damage. The fire chief reported no signs of visible damage; fire or smoke. I taxied the aircraft back to the gate being followed by one of the fire trucks. Once parked at the gate; the passengers deplaned normally. The flight attendants did an outstanding job of keeping the passengers calm and informed. The first officer also did an outstanding job of flying the aircraft through the engine failure; and getting the aircraft turned back towards the airport quickly and smoothly. I remained with the aircraft post flight; to be debriefed by the fire chief; and to brief the mechanic upon his arrival. The event occurred due to a failure of the left engine; seemingly associated with the N2 compressor bearings. There had been no previous indications of problems; and we had just flown the aircraft with no issues. The left engine had been used for taxi out; and so had been running for at least 10 minutes prior to takeoff.

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Original NASA ASRS Text

Title: B717 Captain describes an engine failure during initial climb after the engine had displayed high vibration earlier. At approximately 9;000 FT; the TGT for the left engine rose rapidly to 1149C; with associated Engine L BRG OVHT level 2 alert and auto shutdown. Flight returns to departure airport for a single engine landing.

Narrative: After a normal pre-flight and taxi out the aircraft was ready for takeoff. I was the Captain and pilot not flying for the flight. We had over 100 passengers on board. The weather at takeoff was VMC; with no precipitation and a temperature of 4C; and a dew point of -1C. Shortly after takeoff; at approximately 1;500 FT; a level 1 alert of L Eng VIB HI appeared on the EAD. The secondary engine page showed a boxed amber 4.7 units. As the pilot not flying; I referenced the QRH for level 1 alerts; which stated that there was no vibration in flight limitation; and to monitor other engine parameters. I noted at this time that the TGT was running about 720C; while the right engine was about 640C. The TGT and VIB's were monitored further as the aircraft continued its climb; and I also tried reducing power on the left engine; but this did not have any effect on VIB's. At approximately 9;000 FT; the TGT for the left engine rose rapidly to 1149C; with associated Engine L BRG OVHT level 2 alert and auto shutdown. The aircraft was leveled at 11;000 FT; the immediate action items were completed for severe engine damage; and an emergency was declared with ATC. I asked for vectors back to the longest available runway; and started to run the QRH procedure; while the First Officer flew the aircraft. I coordinated with ATC; company; and gave the TEST briefing to the flight attendants. The aircraft was on a downwind leg to land; with the approach briefed and the QRH checklist completed. At this time I elected to take control of the aircraft for landing. This had no bearing on the First Officer; as he was doing an outstanding job of flying; but I simply wanted to exercise my PIC prerogative; and make the single engine emergency landing. All checklists were completed from the QRH; and the aircraft lined up and made an overweight landing of approximately 107;000 LBS. I exited the runway; and parked on the taxiway next to where the Fire Department was waiting. I made an announcement for the passengers to remain seated; and directed the Fire Chief to inspect the left engine for any signs of fire; smoke or other damage. The Fire Chief reported no signs of visible damage; fire or smoke. I taxied the aircraft back to the gate being followed by one of the fire trucks. Once parked at the gate; the passengers deplaned normally. The flight attendants did an outstanding job of keeping the passengers calm and informed. The First Officer also did an outstanding job of flying the aircraft through the engine failure; and getting the aircraft turned back towards the airport quickly and smoothly. I remained with the aircraft post flight; to be debriefed by the Fire Chief; and to brief the Mechanic upon his arrival. The event occurred due to a failure of the left engine; seemingly associated with the N2 compressor bearings. There had been no previous indications of problems; and we had just flown the aircraft with no issues. The left engine had been used for taxi out; and so had been running for at least 10 minutes prior to takeoff.

Data retrieved from NASA's ASRS site as of July 2013 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.