CRJ-700 flight crew reported a vibration in the right engine during climb. The flight crew performed an air turn back and precautionary landing at departure airport.
Synopsis
CRJ-700 flight crew reported a vibration in the right engine during climb. The flight crew performed an air turn back and precautionary landing at departure airport.
Narrative
Approximately 1-2 minutes after takeoff from ZZZ; the FO (Pilot Flying) pointed out the right N1 Vibration Meter was indicating 1.7; with a significant differential from the Left. As I looked at it; it increased to 1.8 or 1.9 and turned Amber. Nearly three weeks prior; I had encountered nearly identical conditions on [a similar aircraft]. I advised him to reduce thrust and try to maintain Vibration at or below 1.7 indicated; as that was what the QRH procedure directed. Once out of the terminal area and during en route climb; I assigned him radio duties on top of pilot flying (PF) duties; while I ran the QRH N1 Fan Vibration procedure. I further advised the FO that if we couldn't keep it nominal and the exceedance persisted; the QRH would direct us to the Intentional Shutdown procedure.Initially; we were able to keep it at 1.7; but during our climb; it would frequently jump to 1.8 or 1.9 for longer periods of time. I checked the Maintenance Diagnostic Computer (MDC) engine exceedance screen and saw that it had jumped to 2.0 at least once for a significant duration; with multiple occurrences at 1.8 or 1.9 for several second's duration. Despite being cleared to FL340; I advised that the FO that our climb ability would deteriorate in the low to mid 20's and we should request a lower altitude from ATC. The FO also advised them of our situation. I sent ACARS notifications to Dispatch and Maintenance Control; advising we were considering diverting; our divert options; and the potential for engine shutdown. I also advised the flight attendants (FAs) of our situation and that we would update them.We discussed options for diverting; with ZZZ3 and ZZZ4 both along our route. Preemptively; knowing landing distance would be a factor if we shut down an engine; we opened the QRH to the intentional shutdown procedure. We were over maximum landing weight; so we used maximum landing weight to calculate our landing distance maximum. We then evaluated several airports to determine if they were feasible landing options. After determining that ZZZ3; ZZZ4; and ZZZ2 were all suitable; we evaluated which would be best for Maintenance and passenger connections. ZZZ2 was the most logical choice. I advised Dispatch via ACARS of our intent. I contacted Center; stated our intent to divert to ZZZ2; and requested vectors. Dispatch advised that ZZZ2 Operations had been advised and was prepared. As we had been evaluating our option; our airspeed had even slowly bleeding off at FL240 due to reduced thrust. ATC cleared us direct to ZZZ2; and discretion to 10;000 ft. I updated the FAs; and went through briefing items with them. I then advised the passengers that we were diverting to ZZZ2; that we likely would have to shutdown number two engine; and that Airport Rescue and Firefighting (ARFF) equipment would be waiting as a precaution.During our descent; the right N1 fan vibration persisted; even with vastly reduced thrust. The FO and I agreed that we should go ahead with the intentional shutdown procedure. I asked the FO if he was okay; or wanted me to take over flying and perform the landing. He indicated he was fine to continue flying. I ran the QRH; performing one task out of sequence; due to radio interruptions and task saturation on both our parts. Center turned us over to approach; and we were cleared to descend to 3;000 ft. and were given downwind vectors. The FO reminded me about our fuel/weight status; and we realized we had approximately 800 pounds to burn off to avoid landing overweight. I advised approach we needed approximately 10 minutes of vectors for that purpose. We slowed and configured to our final flap setting of 20 degrees to help. Once we were below maximum landing weight; we received vectors to final; and were cleared for the approach and landing. FO made an outstanding touchdown and we taxied to the gate without further incident.
Second reporter narrative
I was the pilot flying (PF) from ZZZ to ZZZ1 which resulted in an intentional shutdown and diversion to ZZZ2. From preflight to taxi everything seemed to be running normally and there were no indications of engine issues. As we departed ZZZ I noticed that it was abnormally loud compared to normal. I started to think to myself what would be making it louder; then looking at the N1 vibration gauges I see that the right engine is at 1.6 but still in the normal range while the left engine is at least below .4. I then pointed this vibration out to the Captain. He had a similar issue a week or two ago so he opened the QRH to the N1 fan vibration non message page to review in anticipation of the issue getting worse. As we climbed higher the issue did worsen and the N1 vibration would reach a peak of 2.0 and settle in the 1.8 and 1.9 range; which are all in the Amber range and out of normal operating range.So we began to run the N1 fan vibration QRH which ultimately directed us to reduce thrust to attempt to keep the N1 fan vibration in the normal range; this procedure did work eventually but the N1 vibration would go back up into the amber range as we climbed with the reduced power. As we were doing this we also let ATC know about the potential issue and that we would need to stop our climb at FL240. We decided that we would see if we could control the vibration at cruise and started to work on if we would have the fuel to make it to ZZZ1 at a lower altitude as well as explore possible diversion airports of the issue could not be controlled. Even at cruise and reduced power setting the vibration continued to persist in the amber range; at this point we had been in contact with dispatch and decided it would be best to divert to ZZZ2 as it was our nearest airport and had suitable runways. We began our decent towards ZZZ2; and even in the decent at further reduced power the vibrations remained in the amber range for the right engine; at that point we said that there is no way it is getting better so we then ran the inflight engine shutdown checklist in the QRH to prevent a possible catastrophic failure.The last issue we had was that we were also going to be overweight by about 800 pounds so we decided to circle for about 10 minutes to burn fuel and get under our max landing weight; this also gave us time to get fully set up and prepared for an approach to XR at ZZZ2. Once we were confident that we were under landing weight we asked for vectors to begin the visual approach. We landed and taxied to the gate with no further incident.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.