Narrative:

Climbing out through approximately FL190 about 90NM northeast of airport ZZZ we heard a loud bang; followed by a moderate shudder of the aircraft. I said to the first officer (first officer) 'we just lost an engine' as I looked at the EICAS and saw the itt (inter-turbine temperature) of engine #2 climbing through 1;100 degrees celsius. The first officer was the pilot flying; so I told her that I'm pulling back thrust lever #2 and to disengage the autopilot (ap) and get trimmed up. Simultaneously; ATC called with climb instructions; at which time the first officer reported the lost engine and declared an emergency. ATC asked if we would like to return to the airport. I took over the radios and said yes. (Although it would have been preferable to hold off on notifying ATC until more troubleshooting was done; the fact ATC happened to call at this time with climb instructions prompted the first officer to report our engine failure and declare an emergency. I felt I would go ahead and respond; although briefly.) we were given a right turn and descent to 16;000. I wanted to assure that we were stable before maneuvering; so I spent the next few moments observing to make sure we were properly trimmed before re-engaging the autopilot and started the turn and descent. I requested and the first officer agreed that she would focus primarily on flying the airplane while I handled the checklist and other pertinent items. While this was occurring; the flight attendant (flight attendant) also called to ask us if we were aware of the loud bang. I told her we lost an engine and were returning to the airport and I would call her back as soon as I could. Precisely the same time; ATC requested souls on board and remaining fuel. I told ATC to standby as I verbally diagnosed whether the engine failure was severe damage or otherwise to determine the checklist to run. I checked N1 and N2 and saw there was still rotation; checked oil quantity in engine #2; 12 quarts remained; and observed there was still a small indication of oil pressure. Also; I felt and heard no unusual vibration and observed that low pressure and high pressure indications were in the green. The itt indication was now dashed; but there was no indication of fire. Based on the above; I ran the engine failure/precautionary engine shutdown checklist. We continued to get descent and vector instructions from ATC. We were originally given direct to zzzzz intersection for the ILS 8R; but was offered runway 27 by ATC. I asked for the WX and was told calm winds and ceilings and visibility above minimums. It was a bad WX day; with low ceilings and some moderate cells in the area; so runway 27 worked better for us. I asked for and received some vectoring to get around the stronger cells. I called the flight attendant back to give more details. I let her know time to touchdown; and no brace and evacuation would be necessary. I also requested that she make an announcement to the passengers regarding our return as I felt the priority was to complete the set up and briefing of the required instrument approach. (She was calm and professional; and based on the customers reactions at the gate afterwards; handled the situation in an outstanding manner.) again; prioritizing my time and duties; I requested ATC to notify the company of our emergency and airport return. The first officer flew the approach; the aircraft was configured and the checklists were completed in a timely fashion. I did call the flight attendant one last time and she stated all the passengers were secure and the cabin was prepared for landing. We broke out right around 300 feet AGL and landed without incident. After exiting the runway; we requested arff to circle the aircraft to ensure the aircraft was safe to taxi to the gate. They cleared us; and we taxied to the gate. Obviously there could be a very long discussion about threats; errors; and undesired aircraft states in a major event such as this. I believe the most important reaction is to relax; fly the airplane; establish strong communication among the crew members; identify the issue; and resolve as best you can without creating even larger issues by diverting your attention away from flying the airplane. There are always improvements that can be made on any flight; not only in emergency situations. The events were discussed afterwards among our crew and I am certain we will all be better for it. I am proud of my crew and overall I think they did an outstanding job.

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Original NASA ASRS Text

Title: An EMB-145 engine failed during climb through FL190 so an emergency was declared; the QRH completed and the flight returned to the departure airport.

Narrative: Climbing out through approximately FL190 about 90NM NE of Airport ZZZ we heard a loud bang; followed by a moderate shudder of the aircraft. I said to the First Officer (FO) 'we just lost an engine' as I looked at the EICAS and saw the ITT (Inter-Turbine Temperature) of Engine #2 climbing through 1;100 degrees Celsius. The FO was the pilot flying; so I told her that I'm pulling back thrust lever #2 and to disengage the autopilot (AP) and get trimmed up. Simultaneously; ATC called with climb instructions; at which time the FO reported the lost engine and declared an emergency. ATC asked if we would like to return to the airport. I took over the radios and said yes. (Although it would have been preferable to hold off on notifying ATC until more troubleshooting was done; the fact ATC happened to call at this time with climb instructions prompted the FO to report our engine failure and declare an emergency. I felt I would go ahead and respond; although briefly.) We were given a right turn and descent to 16;000. I wanted to assure that we were stable before maneuvering; so I spent the next few moments observing to make sure we were properly trimmed before re-engaging the autopilot and started the turn and descent. I requested and the FO agreed that she would focus primarily on flying the airplane while I handled the checklist and other pertinent items. While this was occurring; the Flight Attendant (FA) also called to ask us if we were aware of the loud bang. I told her we lost an engine and were returning to the airport and I would call her back as soon as I could. Precisely the same time; ATC requested souls on board and remaining fuel. I told ATC to standby as I verbally diagnosed whether the engine failure was severe damage or otherwise to determine the checklist to run. I checked N1 and N2 and saw there was still rotation; checked oil quantity in Engine #2; 12 quarts remained; and observed there was still a small indication of oil pressure. Also; I felt and heard no unusual vibration and observed that Low Pressure and High Pressure indications were in the green. The ITT indication was now dashed; but there was no indication of fire. Based on the above; I ran the Engine Failure/Precautionary Engine Shutdown checklist. We continued to get descent and vector instructions from ATC. We were originally given direct to ZZZZZ Intersection for the ILS 8R; but was offered RWY 27 by ATC. I asked for the WX and was told calm winds and ceilings and visibility above minimums. It was a bad WX day; with low ceilings and some moderate cells in the area; so RWY 27 worked better for us. I asked for and received some vectoring to get around the stronger cells. I called the FA back to give more details. I let her know time to touchdown; and no brace and evacuation would be necessary. I also requested that she make an announcement to the passengers regarding our return as I felt the priority was to complete the set up and briefing of the required instrument approach. (She was calm and professional; and based on the customers reactions at the gate afterwards; handled the situation in an outstanding manner.) Again; prioritizing my time and duties; I requested ATC to notify the company of our emergency and airport return. The FO flew the approach; the aircraft was configured and the checklists were completed in a timely fashion. I did call the FA one last time and she stated all the passengers were secure and the cabin was prepared for landing. We broke out right around 300 feet AGL and landed without incident. After exiting the runway; we requested ARFF to circle the aircraft to ensure the aircraft was safe to taxi to the gate. They cleared us; and we taxied to the gate. Obviously there could be a very long discussion about threats; errors; and undesired aircraft states in a major event such as this. I believe the most important reaction is to relax; fly the airplane; establish strong communication among the crew members; identify the issue; and resolve as best you can without creating even larger issues by diverting your attention away from flying the airplane. There are always improvements that can be made on any flight; not only in emergency situations. The events were discussed afterwards among our crew and I am certain we will all be better for it. I am proud of my crew and overall I think they did an outstanding job.

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.