Narrative:

On climb out; passing 18;000 ft on the way up to 22;000 ft; we heard a loud bang; followed by left yaw and abnormal vibration of the aircraft. EICAS indication engine 1 fail followed; associated with autopilot disconnect; adverse yaw; high itt and low oil psi. We immediately identified the issue and followed the QRH for engine failure. We secured and shut down the number 1 engine in flight; per the QRH. We declared an emergency; after talking to the flight attendants and the passengers; making sure that there was no further visible/ongoing damage or fire on the left engine. Flight attendants advised that they saw a large flash from the back of the engine; followed by yaw and rumbling. I advised the flight attendants to prepare the cabin and do their 12 steps; no 'brace' command was given since it was deemed unnecessary as situation was stable and sustained! After running all appropriate checklists; declaring the emergency; and notifying all; we decided that the best course of action was to return to the departure airport and to land on the longest runway. Emergency vehicles were dispatched as a precaution. The approach and landing were uneventful. The first officer did an amazing job flying the aircraft as did the flight attendants; with their cabin/passenger emergency preparations. After landing; we came to a complete stop; after clearing the active runway so that emergency vehicles could inspect the damage. After getting the 'green light' that all was contained and secure; we taxied; safely to the gate and deplaned the passengers. Upon post flight inspection we found that the N1 fan had seized and was immovable; along with multiple bits of titanium shrapnel (from the high pressure turbine) in the back of the engine; and dripping oil. It seemed like the engine began to come apart in flight; however still turning; the fadec did not initiate a shutdown. Itt was 1;119 for 32 seconds prior to us; the crew; manually shutting the #1 engine off; N1 hi vib 5.0 for 6 seconds; all per engine maintenance page on the ground. In my opinion; the engine's internal integrity may have been compromised with a possible bird-strike or FOD in days or weeks prior to the engine failure event. Over time and multiple engine cycles the damage progressed causing the failure. Perhaps better engine trend monitoring by the company and maintenance personnel could pinpoint and address damaged or degraded engines; before they fail. Also; on the flight crew's part better care and attention to pre and post flight inspections; identifying/reporting and writing up possible engine damage; weather FOD or bird-strikes or other.

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Original NASA ASRS Text

Title: An ERJ-175 engine failed in flight after an apparent fan failure so the QRH was completed; an emergency was declared; and the flight returned to the departure airport for an uneventful landing.

Narrative: On climb out; passing 18;000 FT on the way up to 22;000 FT; we heard a loud bang; followed by left yaw and abnormal vibration of the aircraft. EICAS indication Engine 1 FAIL followed; associated with autopilot disconnect; adverse yaw; high ITT and low oil PSI. We immediately identified the issue and followed the QRH for engine failure. We secured and shut down the Number 1 engine in flight; per the QRH. We declared an emergency; after talking to the flight attendants and the passengers; making sure that there was no further visible/ongoing damage or fire on the left engine. Flight attendants advised that they saw a large flash from the back of the engine; followed by yaw and rumbling. I advised the flight attendants to prepare the cabin and do their 12 steps; no 'brace' command was given since it was deemed unnecessary as situation was stable and sustained! After running all appropriate checklists; declaring the emergency; and notifying all; we decided that the best course of action was to return to the departure airport and to land on the longest runway. Emergency vehicles were dispatched as a precaution. The approach and landing were uneventful. The First Officer did an amazing job flying the aircraft as did the flight attendants; with their cabin/passenger emergency preparations. After landing; we came to a complete stop; after clearing the active runway so that emergency vehicles could inspect the damage. After getting the 'Green Light' that all was contained and secure; we taxied; safely to the gate and deplaned the passengers. Upon post flight inspection we found that the N1 Fan had seized and was immovable; along with multiple bits of titanium shrapnel (from the high pressure turbine) in the back of the engine; and dripping oil. It seemed like the engine began to come apart in flight; however still turning; the FADEC did not initiate a shutdown. ITT was 1;119 for 32 seconds prior to us; the crew; manually shutting the #1 engine off; N1 Hi Vib 5.0 for 6 seconds; all per Engine Maintenance page on the ground. In my opinion; the engine's internal integrity may have been compromised with a possible bird-strike or FOD in days or weeks prior to the engine failure event. Over time and multiple engine cycles the damage progressed causing the failure. Perhaps better engine trend monitoring by the Company and Maintenance personnel could pinpoint and address damaged or degraded engines; before they fail. Also; on the flight crew's part better care and attention to pre and post flight inspections; identifying/reporting and writing up possible engine damage; weather FOD or bird-strikes or other.

Data retrieved from NASA's ASRS site 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.