Narrative:

Upon initial climb out, at 500 ft AGL, I noticed and announced to captain #2 engine N1 vibration gauge in caution range. Indicator fluctuated in and out of yellow arc. Captain commanded hold checklist procedure until higher altitude. Upon completion of climb check and at approximately 2500 ft AGL, I reviewed procedure which direct to not shut down engine unless vibration caution was associated with low oil pressure or high oil temperature. Neither of these was the case and the vibration indication was holding steady in high green arc and all other indications were normal. Then at 7500 ft MSL, I felt the aircraft shudder followed by continuous severe vibration coupled with #2 engine itt indication in red arc. I announced to captain and he immediately retarded thrust and commanded severe engine damage emergency procedure. I shut #2 engine down and secured it while captain declared emergency with ATC. Per regulation, we contacted our dispatch to run landing distance numbers for higher approach speed due to reduced flap setting. This required an additional 10-15 mins of circling. Made passenger announcement after informing flight attendant and returned for (otherwise) uneventful single engine landing by captain. Callback conversation with reporter revealed the following information: the reporter stated no follow-up was made with maintenance but shortly after arrival, a preliminary check determined a compressor bearing had failed. Callback conversation with reporter acn 449836 revealed the following information: the reporter stated the maintenance report on the engine malfunction was the #3 compressor bearing failure and the engine was changed. The reporter said the engine was a ge CF34-3a1.

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Original NASA ASRS Text

Title: A CL65 ON CLBOUT DECLARED AN EMER AND DIVERTED DUE TO #2 ENG SEVERE VIBRATION AND HIGH TURBINE TEMP CAUSED BY #3 BEARING FAILURE.

Narrative: UPON INITIAL CLBOUT, AT 500 FT AGL, I NOTICED AND ANNOUNCED TO CAPT #2 ENG N1 VIBRATION GAUGE IN CAUTION RANGE. INDICATOR FLUCTUATED IN AND OUT OF YELLOW ARC. CAPT COMMANDED HOLD CHKLIST PROC UNTIL HIGHER ALT. UPON COMPLETION OF CLB CHK AND AT APPROX 2500 FT AGL, I REVIEWED PROC WHICH DIRECT TO NOT SHUT DOWN ENG UNLESS VIBRATION CAUTION WAS ASSOCIATED WITH LOW OIL PRESSURE OR HIGH OIL TEMP. NEITHER OF THESE WAS THE CASE AND THE VIBRATION INDICATION WAS HOLDING STEADY IN HIGH GREEN ARC AND ALL OTHER INDICATIONS WERE NORMAL. THEN AT 7500 FT MSL, I FELT THE ACFT SHUDDER FOLLOWED BY CONTINUOUS SEVERE VIBRATION COUPLED WITH #2 ENG ITT INDICATION IN RED ARC. I ANNOUNCED TO CAPT AND HE IMMEDIATELY RETARDED THRUST AND COMMANDED SEVERE ENG DAMAGE EMER PROC. I SHUT #2 ENG DOWN AND SECURED IT WHILE CAPT DECLARED EMER WITH ATC. PER REG, WE CONTACTED OUR DISPATCH TO RUN LNDG DISTANCE NUMBERS FOR HIGHER APCH SPD DUE TO REDUCED FLAP SETTING. THIS REQUIRED AN ADDITIONAL 10-15 MINS OF CIRCLING. MADE PAX ANNOUNCEMENT AFTER INFORMING FLT ATTENDANT AND RETURNED FOR (OTHERWISE) UNEVENTFUL SINGLE ENG LNDG BY CAPT. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED NO FOLLOW-UP WAS MADE WITH MAINT BUT SHORTLY AFTER ARR, A PRELIMINARY CHK DETERMINED A COMPRESSOR BEARING HAD FAILED. CALLBACK CONVERSATION WITH RPTR ACN 449836 REVEALED THE FOLLOWING INFO: THE RPTR STATED THE MAINT RPT ON THE ENG MALFUNCTION WAS THE #3 COMPRESSOR BEARING FAILURE AND THE ENG WAS CHANGED. THE RPTR SAID THE ENG WAS A GE CF34-3A1.

Data retrieved from NASA's ASRS site as of July 2007 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.