Narrative:

On climb out; we noticed the right engine went from climb power; to above 98% N1 and the itt went into the yellow band around 874 degrees uncommanded. Pilot flying pulled the thrust lever back slightly; and the engine N1 and itt returned to normal. We reset the right engine to the climb power setting and it stayed in that position for the next few minutes. Still in our climb out; only a few minutes after the previous incident; the right engine again increased uncommanded to around 98% N1 and again into the yellow band for itt. The pilot flying again pulled the thrust lever back slightly and the power again returned to normal. The captain and I were discussing if maybe the right thrust lever would have been inadvertently bumped by one of us; or if turbulence would have moved the thrust lever out of position. Captain pilot flying then tightened the thrust lever friction knob to a tight position to ensure neither of those things were the culprit. A third occurrence (with the same description of the previous events) occurred. Captain then contacted maintenance as I took over controls. They stated if all parameters were currently normal; they would wait to see it would happen again in the next few minutes. Within a few minutes (and still in the climb phase); the right engine again went to over 98% N1 and the itt was in the yellow band around 876 degrees uncommanded. I noted that the engine fan vibration remained at .6 the entire time on the right engine. Maintenance recommended a return to [departure airport] to investigate the problem; with concurrence of our dispatcher. Captain agreed; contacted our dispatcher who also agreed on a return; and we began our return. We did not request any special assistance from ATC; nor did we declare an emergency. We considered running a QRH checklist; however; we did not receive any caution or warning messages before; during; or after any of the incidents. We did consult the QRH for the proper actions; to prepare ourselves should a warning occur. On our return we had no further issues or occurrences of our problem with the right engine and continued to a normal landing. After landing we did shut down the right engine after respecting the 2 minute cool down period for the engine. The maintenance log had a history of similar write ups for the same problem. We noted that the fourth time this happened; we had to move the throttle more than normal before the N1 began to drop. Perhaps a cable was loose?

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Original NASA ASRS Text

Title: A CRJ-200 flight crew reported right engine N1 and ITT excursions that prompted a return to their departure airport.

Narrative: On climb out; we noticed the right engine went from climb power; to above 98% N1 and the ITT went into the yellow band around 874 degrees uncommanded. Pilot flying pulled the thrust lever back slightly; and the engine N1 and ITT returned to normal. We reset the right engine to the climb power setting and it stayed in that position for the next few minutes. Still in our climb out; only a few minutes after the previous incident; the right engine again increased uncommanded to around 98% N1 and again into the yellow band for ITT. The pilot flying again pulled the thrust lever back slightly and the power again returned to normal. The Captain and I were discussing if maybe the right thrust lever would have been inadvertently bumped by one of us; or if turbulence would have moved the thrust lever out of position. Captain pilot flying then tightened the thrust lever friction knob to a tight position to ensure neither of those things were the culprit. A third occurrence (with the same description of the previous events) occurred. Captain then contacted Maintenance as I took over controls. They stated if all parameters were currently normal; they would wait to see it would happen again in the next few minutes. Within a few minutes (and still in the climb phase); the right engine again went to over 98% N1 and the ITT was in the yellow band around 876 degrees uncommanded. I noted that the engine fan vibration remained at .6 the entire time on the right engine. Maintenance recommended a return to [departure airport] to investigate the problem; with concurrence of our Dispatcher. Captain agreed; contacted our Dispatcher who also agreed on a return; and we began our return. We did not request any special assistance from ATC; nor did we declare an emergency. We considered running a QRH checklist; however; we did not receive any caution or warning messages before; during; or after any of the incidents. We did consult the QRH for the proper actions; to prepare ourselves should a warning occur. On our return we had no further issues or occurrences of our problem with the right engine and continued to a normal landing. After landing we did shut down the right engine after respecting the 2 minute cool down period for the engine. The Maintenance log had a history of similar write ups for the same problem. We noted that the fourth time this happened; we had to move the throttle more than normal before the N1 began to drop. Perhaps a cable was loose?

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.