Narrative:

During takeoff ground roll; engine #4 'engine vibration' master caution illuminated. Vibration registered 1.9. The takeoff was aborted. All engine readings read normal; and the first officer and I felt no physical vibration. Once clear of the runway I told the flight attendants that we did not have an emergency and also made an announcement to the passenger explaining why the takeoff was aborted. I called our dispatch and told them what had happened. I then spoke with our maintenance control. Maintenance control asked several questions such as; 'did we feel any vibration?' 'did engine instruments read normal/abnormal?' I asked maintenance control if outstation maintenance should be called and maintenance controller stated that he has to look further into it but that no; outstation maintenance probably wouldn't have to be called. We taxied back to the gate and deplaned the passenger. I called maintenance control again at the gate and maintenance controller asked again if we heard anything; felt any vibration or saw any abnormal indications on the engine instruments. I told maintenance controller 'no' and that the engine instruments read normal. Maintenance controller stated it is more than likely a false alarm and that it is probably a sensor problem. Under the direction of maintenance control they wanted me to start up the #4 engine and see if it started normal. I started the engine; which started normal and I felt no vibration in the thrust lever. Under the direction of maintenance controller; the vibration sensor gauge was deferred. I asked maintenance controller if we should taxi out to the runway with no passenger and apply some power to see if there were any abnormal indications or vibration. Maintenance controller stated 'no.' extra fuel was added and our release was amended. The first officer did a walkaround on the exterior of the aircraft and stated everything looked fine. The passenger were boarded and we taxied for departure. On the takeoff roll; the 'engine vibration' master caution illuminated on the #4 engine. When the gear was retracted the first officer and I could hear a high pitch whining noise. We were handed off to departure control and stated that tower saw a puff of smoke from our right engine. After that transmission; our #4 engine failed. I relayed the information to dispatch via ACARS and it was agreed upon to continue to detroit. I told ATC we had an engine failure and that we not declaring an emergency. Per our company a single engine failure is not an emergency on the avro RJ85. We passed around an area of heavy precipitation and had the dtw airport in sight approximately 15 mi from the airport and landed in VFR conditions. After this event happened; I should have exercised operational control and not have departed btv until a mechanic could have inspected the aircraft. I felt that I was taking the proper steps in reporting this to maintenance controller; however; when maintenance controller wanted me to start the engine up and let it idle; I should have had a mechanic do this.

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Original NASA ASRS Text

Title: AVRO RJ85 HAS ENG FAILURE DURING TKOF AND CONTINUE TO DEST.

Narrative: DURING TKOF GND ROLL; ENG #4 'ENG VIBRATION' MASTER CAUTION ILLUMINATED. VIBRATION REGISTERED 1.9. THE TKOF WAS ABORTED. ALL ENG READINGS READ NORMAL; AND THE FO AND I FELT NO PHYSICAL VIBRATION. ONCE CLR OF THE RWY I TOLD THE FLT ATTENDANTS THAT WE DID NOT HAVE AN EMER AND ALSO MADE AN ANNOUNCEMENT TO THE PAX EXPLAINING WHY THE TKOF WAS ABORTED. I CALLED OUR DISPATCH AND TOLD THEM WHAT HAD HAPPENED. I THEN SPOKE WITH OUR MAINT CTL. MAINT CTL ASKED SEVERAL QUESTIONS SUCH AS; 'DID WE FEEL ANY VIBRATION?' 'DID ENG INSTS READ NORMAL/ABNORMAL?' I ASKED MAINT CTL IF OUTSTATION MAINT SHOULD BE CALLED AND MAINT CTLR STATED THAT HE HAS TO LOOK FURTHER INTO IT BUT THAT NO; OUTSTATION MAINT PROBABLY WOULDN'T HAVE TO BE CALLED. WE TAXIED BACK TO THE GATE AND DEPLANED THE PAX. I CALLED MAINT CTL AGAIN AT THE GATE AND MAINT CTLR ASKED AGAIN IF WE HEARD ANYTHING; FELT ANY VIBRATION OR SAW ANY ABNORMAL INDICATIONS ON THE ENG INSTS. I TOLD MAINT CTLR 'NO' AND THAT THE ENG INSTS READ NORMAL. MAINT CTLR STATED IT IS MORE THAN LIKELY A FALSE ALARM AND THAT IT IS PROBABLY A SENSOR PROB. UNDER THE DIRECTION OF MAINT CTL THEY WANTED ME TO START UP THE #4 ENG AND SEE IF IT STARTED NORMAL. I STARTED THE ENG; WHICH STARTED NORMAL AND I FELT NO VIBRATION IN THE THRUST LEVER. UNDER THE DIRECTION OF MAINT CTLR; THE VIBRATION SENSOR GAUGE WAS DEFERRED. I ASKED MAINT CTLR IF WE SHOULD TAXI OUT TO THE RWY WITH NO PAX AND APPLY SOME PWR TO SEE IF THERE WERE ANY ABNORMAL INDICATIONS OR VIBRATION. MAINT CTLR STATED 'NO.' EXTRA FUEL WAS ADDED AND OUR RELEASE WAS AMENDED. THE FO DID A WALKAROUND ON THE EXTERIOR OF THE ACFT AND STATED EVERYTHING LOOKED FINE. THE PAX WERE BOARDED AND WE TAXIED FOR DEP. ON THE TKOF ROLL; THE 'ENG VIBRATION' MASTER CAUTION ILLUMINATED ON THE #4 ENG. WHEN THE GEAR WAS RETRACTED THE FO AND I COULD HEAR A HIGH PITCH WHINING NOISE. WE WERE HANDED OFF TO DEP CTL AND STATED THAT TWR SAW A PUFF OF SMOKE FROM OUR R ENG. AFTER THAT XMISSION; OUR #4 ENG FAILED. I RELAYED THE INFO TO DISPATCH VIA ACARS AND IT WAS AGREED UPON TO CONTINUE TO DETROIT. I TOLD ATC WE HAD AN ENG FAILURE AND THAT WE NOT DECLARING AN EMER. PER OUR COMPANY A SINGLE ENG FAILURE IS NOT AN EMER ON THE AVRO RJ85. WE PASSED AROUND AN AREA OF HVY PRECIP AND HAD THE DTW ARPT IN SIGHT APPROX 15 MI FROM THE ARPT AND LANDED IN VFR CONDITIONS. AFTER THIS EVENT HAPPENED; I SHOULD HAVE EXERCISED OPERATIONAL CTL AND NOT HAVE DEPARTED BTV UNTIL A MECH COULD HAVE INSPECTED THE ACFT. I FELT THAT I WAS TAKING THE PROPER STEPS IN RPTING THIS TO MAINT CTLR; HOWEVER; WHEN MAINT CTLR WANTED ME TO START THE ENG UP AND LET IT IDLE; I SHOULD HAVE HAD A MECH DO THIS.

Data retrieved from NASA's ASRS site as of January 2009 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.