Narrative:

Excessive N1 [vibration] on number 2 engine just as we received the final vector to the [runway]; about the time the aircraft captured the localizer; the engine failed. Fuel flow 0; oil pressure 0; no fire or overheat warning; itt stayed well within parameters. We were coming in after a long ground delay due to thunderstorms in the area. I; the first officer; ATC and the arff personnel were involved. Aircraft was inspected for damage and fire by arff after landing. Once they gave the all clear; we taxied to the gate as they followed us in. We deplaned normally via the jet-bridge. It happened very suddenly during a high workload phase of flight. First we got high N1 vibration readings and fluctuations; then excessive (amber) N1 vibrations. Then; very shortly thereafter; aural and visual oil pressure warnings; fuel pumps came on; #2 generator off; utility bus shed and finally the first officer reported unusual yaw and the autopilot disengaged (as it does when #2 fails). At the time of this report the reason for the engine failure is unknown. In my judgment due to our close proximity to the airport and the aircraft state and configuration; continuing the approach and getting the aircraft safely on the ground was the safest course of action. It was more prudent than going around and trouble shooting. Things (aural and visual warnings; ATC communications and tactical and strategic planning) were happening quickly. The engine had failed (it had already shut down on its own); so I turned to the single engine landing procedures; did them and then did the landing checklist; communicated with ATC and by the time I completed everything we were close to landing. It happened that quickly. We landed flaps 20 of course as directed. The passengers and flight attendant did not know anything was abnormal until I talked to the flight attendant and made a PA to the passengers. Good loft (line oriented flight training) training helped. I had a loft where we had engine trouble during the approach and landing. During our debrief I remember our instructor gave us some good information and food for thought about what to do if you have an engine fail on final. Come to training prepared to learn. Take notes during training about what you learn and review them periodically. What our instructor pilots teach us can be life saving. Have non jeopardy training that has engine failures in different phases of flight. Pilots...think through what you would do if you had an engine failure at various locations and phases of flight (what speed and configuration; where you would go; what checklist you would call for; communication with ATC; flight attendant; etc.). Thinking it through in a quiet hotel room or in your study is an idea worth considering.

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Original NASA ASRS Text

Title: A CRJ-200 flight crew reported noticing high #2 engine vibration shortly before the engine failed. The failure occurred as they were joining final approach course; and they decided to continue and land.

Narrative: Excessive N1 [vibration] on number 2 engine just as we received the final vector to the [runway]; about the time the aircraft captured the localizer; the engine failed. Fuel Flow 0; Oil Pressure 0; no fire or overheat warning; ITT stayed well within parameters. We were coming in after a long ground delay due to thunderstorms in the area. I; the First Officer; ATC and the ARFF personnel were involved. Aircraft was inspected for damage and fire by ARFF after landing. Once they gave the all clear; we taxied to the gate as they followed us in. We deplaned normally via the jet-bridge. It happened very suddenly during a high workload phase of flight. First we got high N1 vibration readings and fluctuations; then excessive (amber) N1 vibrations. Then; very shortly thereafter; aural and visual oil pressure warnings; fuel pumps came on; #2 generator off; utility bus shed and finally the First Officer reported unusual yaw and the autopilot disengaged (as it does when #2 fails). At the time of this report the reason for the engine failure is unknown. In my judgment due to our close proximity to the airport and the aircraft state and configuration; continuing the approach and getting the aircraft safely on the ground was the safest course of action. It was more prudent than going around and trouble shooting. Things (aural and visual warnings; ATC communications and tactical and strategic planning) were happening quickly. The engine had failed (it had already shut down on its own); so I turned to the Single Engine Landing Procedures; did them and then did the Landing Checklist; communicated with ATC and by the time I completed everything we were close to landing. It happened that quickly. We landed Flaps 20 of course as directed. The passengers and Flight Attendant did not know anything was abnormal until I talked to the Flight Attendant and made a PA to the passengers. Good LOFT (Line Oriented Flight Training) training helped. I had a LOFT where we had engine trouble during the approach and landing. During our debrief I remember our Instructor gave us some good information and food for thought about what to do if you have an engine fail on final. Come to training prepared to learn. Take notes during training about what you learn and review them periodically. What our Instructor pilots teach us can be life saving. Have non jeopardy training that has engine failures in different phases of flight. Pilots...think through what you would do if you had an engine failure at various locations and phases of flight (what speed and configuration; where you would go; what checklist you would call for; communication with ATC; FA; etc.). Thinking it through in a quiet hotel room or in your study is an idea worth considering.

Data retrieved from NASA's ASRS site as of April 2012 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.