Narrative:

Climbing through 10;000 ft when [we heard] a bang and continuous vibration were experienced. A scan of the engine instrumentation showed a maxed itt (inter turbine temperature) on the right engine and reduction of N1 and N2 percentages. The first officer; who was the flying pilot at the time of incident then assumed the additional duty of ATC communication and stated our need to return to [departure airport]. He and I discussed the situation and agreed upon the engine suffering severe damage. I then ran the immediate action items for left (right) engine fire message or severe engine damage (in flight). After we had gone through step 4 I elected to skip steps 5 and 6 as we did not have a fire indication. I then stopped the checklist there and commenced the checklist for left (right) rev unlocked message as the right reverser was displaying unlocked. The checklist did not secure the reverser so I proceeded to the single engine procedures checklist as directed in step 7 of the first checklist.before the checklist; the flight attendant called on the interphone and I briefed her on the situation. I then made a PA to inform the passengers since the engine was secured. I decided this was an appropriate time to make the address as I was already taken away from the checklist by the flight attendant's call. I then returned to the single engine procedures checklist to prepare the aircraft for landing on one engine.after completion of the single engine procedures checklist; I sent a couple ACARS messages to my dispatcher and maintenance control. In the meantime the first officer and I prepared the aircraft for the approach; ran the descent and approach checklist; and a few minutes later I assumed control of the aircraft for the landing phase of the flight. We accomplished a successful landing in an overweight scenario and came to stop on the runway. I set the parking brake and made a PA to command the passengers to remain in their seats and stand-by while arff vehicles made a visual assessment of the condition of the right engine. From the information they provided; the first officer and I decided it was possible to safely taxi to the terminal for a normal deplaning for the passengers.

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Original NASA ASRS Text

Title: CRJ-200 Captain reported returning to departure airport after inflight shutdown of the right engine due to high inter turbine temperatures.

Narrative: Climbing through 10;000 ft when [we heard] a bang and continuous vibration were experienced. A scan of the engine instrumentation showed a maxed ITT (Inter Turbine Temperature) on the right engine and reduction of N1 and N2 percentages. The first officer; who was the flying pilot at the time of incident then assumed the additional duty of ATC communication and stated our need to return to [departure airport]. He and I discussed the situation and agreed upon the engine suffering severe damage. I then ran the Immediate Action Items for L (R) ENG FIRE Message or Severe Engine Damage (In Flight). After we had gone through step 4 I elected to skip steps 5 and 6 as we did not have a fire indication. I then stopped the checklist there and commenced the checklist for L (R) REV UNLOCKED Message as the right reverser was displaying unlocked. The checklist did not secure the reverser so I proceeded to the single engine procedures checklist as directed in step 7 of the first checklist.Before the checklist; the FA called on the interphone and I briefed her on the situation. I then made a PA to inform the passengers since the engine was secured. I decided this was an appropriate time to make the address as I was already taken away from the checklist by the FA's call. I then returned to the single engine procedures checklist to prepare the aircraft for landing on one engine.After completion of the single engine procedures checklist; I sent a couple ACARS messages to my dispatcher and maintenance control. In the meantime the FO and I prepared the aircraft for the approach; ran the descent and approach checklist; and a few minutes later I assumed control of the aircraft for the landing phase of the flight. We accomplished a successful landing in an overweight scenario and came to stop on the runway. I set the parking brake and made a PA to command the passengers to remain in their seats and stand-by while ARFF vehicles made a visual assessment of the condition of the right engine. From the information they provided; the FO and I decided it was possible to safely taxi to the terminal for a normal deplaning for the passengers.

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.