CRJ550 flight crew reported high engine vibration during takeoff climb. Flight crew diverted and landed uneventfully.
Synopsis
CRJ550 flight crew reported high engine vibration during takeoff climb. Flight crew diverted and landed uneventfully.
Narrative
We were scheduled to update a flight that way delayed overnight due to maintenance. We had contaminants on both engine spinners. (Ice). MX (Maintenance) was completed the previous night and both my FO and I confirmed visually there was no ice on the spinners or engine cowl. During startup we noticed high VIB (Vibration) but they returned to the normal range before takeoff. I was PF and my FO was PM. Just after takeoff the engine 1 VIB was almost maxed out at around 3.9. We leveled out at FL160. Completed the QRH and engine was in the green only at power idle at 12000 ft. No additional power could be added without engine VIB going above normal limits. I decided to divert to a nearby airport that had better services and was better equipped to handle our situation; about 15 minutes away. [Requested priority handling] and used PIC discretion to conduct a single engine approach. Completed single engine approach QRH. Landed uneventfully and taxied to the gate. Made required calls and reports and wrote up mechanical irregularity. Cause: Possibly cold weather; contract MX.
Second reporter narrative
We were delayed overnight due to me noticing ice on both spinners. In compliance with the company guidelines; we requested a heat cart to deice the engines. The outstation ramp personnel did not know how to operate the heat cart so we had to take an overnight delay while Maintenance came in and accomplished the deicing process.The following morning during the preflight inspection both me and my Captain inspected the engines for ice and did not see any. During startup we both noticed high vibrations but it smoothed out relatively quickly. Shortly after takeoff we both noticed the high vibration almost maxing out the gauge. The Captain transferred controls to me and ran the QRH procedure which called for the effected engine to be retarded to idle. At idle and our current altitude of 16;000' the VIBs (Vibrations) were still too high so in compliance with the QRH we descended to 12;000'. At this altitude and idle thrust the VIBs were under control but no additional power could be added without the VIBs going out of limits once again. We decided to divert to another nearby larger airport with more facilities and ATC [requested priority handling] on our behalf. We completed a single engine approach per the QRH and landed uneventfully.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.