Narrative:

On mar/thu/04 at approximately XA30 in toronto, canada, we departed runway 23 en route to cincinnati on an rj flight. We had 15 passenger and 3 crew members. Shortly after takeoff, there was a loud bang heard from one of our engines. We quickly determined that it was the right engine and observed a vibration message on our EICAS N2 gauge. We were below 1000 ft MSL and the aircraft was shaking violently. The N1 gauges on both engines showed that the apr had given us the 2% thrust. We remained in control of the aircraft and continued to climb. We notified the tower controller, who instructed us to fly the assigned SID and notify departure control of our problem. We were a bit late in the turn on the SID because we were preoccupied with the engine problem. We notified departure of our situation and declared an emergency. We asked for vectors back to the airport for an emergency landing and also requested that crash fire rescue equipment be called out as a precaution. We ran all checklists including the abnormal N2 vibration QRH procedure. We informed the flight attendant and passenger of the situation. We also notified our toronto operations that we were returning to the gate. We told ATC we were ready for the approach back to runway 23. As we were intercepting the localizer to runway 23, we then felt the yawing motion and thrust decrease of an engine failure. We instantly received the right engine oil pressure warning message. We asked ATC for another vector and leveloff as to run another required checklist. We leveled off at 3000 ft and got a right turnout. We then started to perform the memory items for 'severe engine damage in-flight' when the right engine started to show signs that it was running again. We did some checks and determined that the engine was responsive to thrust lever input. Although we were only getting around 25% thrust out of the bad engine, we decided to keep it running. We were vectored and cleared for the ILS to runway 23. The approach and landing were uneventful. We taxied to the gate and deplaned our passenger. Maintenance met the aircraft at the gate and I personally spoke with our flight dispatcher by telephone. The irregular operations report was filled out and turned in to the company upon arriving in cincinnati on mar/thu/04.

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Original NASA ASRS Text

Title: CL65 CREW HEARD A LOUD BANG AFTER TKOF. THE EICAS VIBRATION MONITOR FOR #2 ENG SHOWED EXCESSIVE VIBRATION.

Narrative: ON MAR/THU/04 AT APPROX XA30 IN TORONTO, CANADA, WE DEPARTED RWY 23 ENRTE TO CINCINNATI ON AN RJ FLT. WE HAD 15 PAX AND 3 CREW MEMBERS. SHORTLY AFTER TKOF, THERE WAS A LOUD BANG HEARD FROM ONE OF OUR ENGS. WE QUICKLY DETERMINED THAT IT WAS THE R ENG AND OBSERVED A VIBRATION MESSAGE ON OUR EICAS N2 GAUGE. WE WERE BELOW 1000 FT MSL AND THE ACFT WAS SHAKING VIOLENTLY. THE N1 GAUGES ON BOTH ENGS SHOWED THAT THE APR HAD GIVEN US THE 2% THRUST. WE REMAINED IN CTL OF THE ACFT AND CONTINUED TO CLB. WE NOTIFIED THE TWR CTLR, WHO INSTRUCTED US TO FLY THE ASSIGNED SID AND NOTIFY DEP CTL OF OUR PROB. WE WERE A BIT LATE IN THE TURN ON THE SID BECAUSE WE WERE PREOCCUPIED WITH THE ENG PROB. WE NOTIFIED DEP OF OUR SIT AND DECLARED AN EMER. WE ASKED FOR VECTORS BACK TO THE ARPT FOR AN EMER LNDG AND ALSO REQUESTED THAT CFR BE CALLED OUT AS A PRECAUTION. WE RAN ALL CHKLISTS INCLUDING THE ABNORMAL N2 VIBRATION QRH PROC. WE INFORMED THE FLT ATTENDANT AND PAX OF THE SIT. WE ALSO NOTIFIED OUR TORONTO OPS THAT WE WERE RETURNING TO THE GATE. WE TOLD ATC WE WERE READY FOR THE APCH BACK TO RWY 23. AS WE WERE INTERCEPTING THE LOC TO RWY 23, WE THEN FELT THE YAWING MOTION AND THRUST DECREASE OF AN ENG FAILURE. WE INSTANTLY RECEIVED THE R ENG OIL PRESSURE WARNING MESSAGE. WE ASKED ATC FOR ANOTHER VECTOR AND LEVELOFF AS TO RUN ANOTHER REQUIRED CHKLIST. WE LEVELED OFF AT 3000 FT AND GOT A R TURNOUT. WE THEN STARTED TO PERFORM THE MEMORY ITEMS FOR 'SEVERE ENG DAMAGE INFLT' WHEN THE R ENG STARTED TO SHOW SIGNS THAT IT WAS RUNNING AGAIN. WE DID SOME CHKS AND DETERMINED THAT THE ENG WAS RESPONSIVE TO THRUST LEVER INPUT. ALTHOUGH WE WERE ONLY GETTING AROUND 25% THRUST OUT OF THE BAD ENG, WE DECIDED TO KEEP IT RUNNING. WE WERE VECTORED AND CLRED FOR THE ILS TO RWY 23. THE APCH AND LNDG WERE UNEVENTFUL. WE TAXIED TO THE GATE AND DEPLANED OUR PAX. MAINT MET THE ACFT AT THE GATE AND I PERSONALLY SPOKE WITH OUR FLT DISPATCHER BY TELEPHONE. THE IRREGULAR OPS RPT WAS FILLED OUT AND TURNED IN TO THE COMPANY UPON ARRIVING IN CINCINNATI ON MAR/THU/04.

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.