2023-12 · NASA ASRS report 2067516
Air carrier flight crew reported on departure an engine malfunction and reduced thrust. Flight crew returned to departure airport and landed.
During our climb out between 5;000 and 7;000 ft a noise; vibration; and momentary yaw change was noticed. The noise and vibration were brief and did not last more than 5 seconds. When looking at the engine indications the right engine ITT (Interstage Turbine Temperature) had a value of 980+ degrees. The ITT value returned to the normal range shortly thereafter and at this point; we received a R FUEL LO PRESS caution message. I called for the R FUEL LO PRESS QRH. The QRH was completed and the R FUEL LO PRESS indication extinguished shortly after first appearing. There were no associated main and/or pressure caution messages. No abnormal indications were seen when looking at the fuel synoptic page. The right engine seemed unresponsive to thrust lever changes and now had the following indications:- N1: 28- ITT: 750- N2: 55- FF: 330- Oil temp 78- Oil press 41- Fan vib 0.4The right engine did not seem to develop much thrust at this point; but remained stable around the aforementioned indications for the remainder of the event. At this point; I asked the First Officer to [request priority handling] to ATC and request delay vectors. Upon ATC request we provided the souls and fuel on board. We requested the longest available Runway and were assigned Runway XXC.Meanwhile I directed the First Officer to review the index of the power plant section of the QRH and asked him to look for an appropriate procedure based on the conditions we experienced earlier. The First Officer was unable to locate an appropriate procedure. By now approximately 10 minutes had passed since the incident began and the engine remained in stable condition (no change in any of the aforementioned engine indications or any further vibrations). Based on these factors we decided to setup for a single-engine approach and landing while keeping the right-hand engine in the current condition. Now I directed the First Officer to inform Dispatch and brief the Flight Attendant and passengers. Per his request; I provided specific verbiage for these announcements. Our Dispatcher acknowledged our message and informed us of a landing distance of 6;000ft. The First Officer and I had calculated a landing distance of 5;460ft. We continued with our setup; briefing; and normal checklists for the single-engine ILS profile and landing. We performed a normal landing at a weight of approximately 47;800 lbs. After exiting the Runway we came to a stop and I shut down the right engine. The fire department performed a visual inspection of the engine and did not see anything abnormal. At that point; ATC informed us of our assigned gate to which we then proceeded. After concluding the shutdown checklist I called our Dispatcher to debrief him and perform the maintenance write-up.
After takeoff; from [Runway] XXL at ZZZ; during the climb we experienced a muffled 'poofing' sound followed by a momentary increase in ITT (Interstage Turbine Temperature); to roughly 980+ degrees; on the right engine; accompanied with a right fuel LO PRESS caution message. We communicated to ATC that we had an issue and needed to stop the climb. We immediately [requested priority handling] with ATC; and requested to return to ZZZ. As we did this; the engine returned to; what seemed to be; normal operating indications. We performed the QRH procedure for Right Fuel Low pressure. The Right Fuel LO PRESS caution message went away shortly thereafter. We contacted Dispatch about the situation; briefed the Flight Attendant; and made a cabin announcement. We received vectors for the ILS to Runway XXC at ZZZ and performed a flaps landing per the QRH at approximately 600 pounds overweight. After exiting the Runway; the Captain opted to have the right engine shut down. This was followed by the fire department conducting an inspection of the aircraft; and all was deemed ok. We taxied to the gate; passengers deplaned; and terminated the flight. As part of the post-flight walk around; the right engine was inspected and no visible damage was noted.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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