ERJ145 flight crew reported engine failure resulted in divert to a safe landing.
Synopsis
ERJ145 flight crew reported engine failure resulted in divert to a safe landing.
Narrative
On Day 0 we were operating flight ABCD with service to ZZZ1 from ZZZ2. We closed the door on time at XA:32. We called for push clearance from Ground Control with positive for deice. Once appropriate checklist were complete; we called for taxi clearance to deice location; which was the air carrier ramp just north of gate XX. The deice pad was occupied by another aircraft and Ground Control provided taxi instruction to 1;2;3 short of 4. As we were waiting there; iceman contacted us that the deice truck had run out of fluid and they needed to go back and get the other truck with fluid; but to taxi into position and they will meet us there with the deice truck. Once the pad become available; Ground Control gave us taxi instructions to the deice pad; I called the flight attendant (FA) to make sure everybody was still in their seats and she advised that someone was in the restroom. We let Ground Control know that we had a passenger up and had to wait until everybody was seated before taxing to deice pad. Once we were in the deice pad; we configured using the app and requested full body type I and IV. The iceman advised they were doing spot treatment" and that type IV started at XB:15 on the left side and they worked around to the right side doing this spot treatment technique. Once deice procedure was complete; Iceman made contact and we reconfigured using the app and started the timer for XB:15. We then requested taxi instructions to Runway XX from Ground Control and they provided 1; 5 hold short of Runway XY. We made our way to 5 and contacted Tower holding short of Runway XY with a request to do a cross bleed start. Was advised to hold short for landing traffic and cross bleed start approved on 5. We waited to cross the runway to begin the crossbleed start procedure. Tower provided final taxi instructions of cross Runway XY at 5; 6 to XX. We performed the crossbleed start procedure on 5; completed the taxi checklist and noticed a within limits fuel inbalance of 400 lbs light on the number 1 engine; and that we would correct it in the air. We received takeoff clearance on 6 and I slowed down a bit to get times and temps; when the Tower Controller advised Runway XX landing traffic was 15 minutes out. We took the runway after before takeoff checklist complete and took off Runway XX on the ZZZZZ SID.Normal takeoff profile to climb segment. The climb segment was IMC conditions. After takeoff checklist complete at appropriate time with handover to Departure Control. We made a verbal note that we made the SID restriction of at or above 5000 feet at ZZZZZ1. We recived an EICAS message for fuel inbalance while in the climb. We started to correct this issue by going to LOW1. At approximately 5300 feet we heard a light thump; experienced an adverse yaw; followed by an ENG 2 out EICAS message. I verbalized we had an engine failure and First Officer (FO) had good directional control. I [requested priority handling] with ATC for engine out; SOB and fuel onboard. We received a heading and altitude of 6000 and time to run checklist. FO verbalized he had flight controls and I confirmed and started running the QRH checklist for ENG 2 out. Initially; we advised ATC we would return to ZZZ2. After running the QRH for ENG 2 out with an unsuccessful air start attempt after checking all fluids; the one engine inoperative approach and landing checklist; and the overweight landing checklist we decided to divert to ZZZ for better weather conditions; longer runway; and additional time.On the way to ZZZ; I made contact with dispatch via ACARs. I made contact with FA via interphone with specific issue at hand and made a general mechanical issue PA to the passengers with a diverting notice to ZZZ.I started grabbing all landing data to ZZZ. We initially planned for Runway XZR but ATC advised of current winds which had a considerable tailwind component so we agreed to Runway XAL. I advised ATC to have the Crash Fire Rescue (CFR) trucks ready. Decent checklist complete from the QRH. They provided vectors for a right downwind approach and we requested a 10 mile final which was all VMC conditions. The air traffic controller gave us vectors to join the final approach course followed with a mention that the ILS was out of service. We joined the final visually and I changed the approach to RNAV Runway XAL and received Flight Path Angle (FPA) and lateral guidance from flight instruments. We were fully configured for landing and stable throughout the entire visual approach; with landing checklist complete from the QRH.After parking brake set on the runway; I immediately went to the PA and made the announcement "this is your Captain; remain seated; remain seated; remain seated". I requested the CFR trucks to check the number two engine for any signs of fire and heat signatures. The CFR reported no issues observed and that they would follow us to the gate out of precaution. We requested and received taxi instructions to the gate. Clear of hold short lines; after landing checklist complete and FO contacted operations for gate assignment. We contacted Ramp Control for ramp entry to the gate XY followed by a parking checklist."
Second reporter narrative
On Day 0 Operated flight ABCD; ZZZ2 to ZZZ1 at XA:33 as the First Officer (FO). First leg of the second day of our 4 day trip. Arrived at our aircraft and performed all origination checks and closed door by XA:32. It's was snowing lightly and informed operations and ATC we needed deicing. Pushed back; started engine 1 and ran checklists. Proceeded to deice pad near intersection of Taxiway 1 and 7. Had to wait for another aircraft to finish deicing and then proceeded to the pad to begin process. Iceman told us they needed to refill their truck and we waited on pad until they arrived. I used the app and we ran all configuration checklists. Deice started at XB:15 and Iceman informed us they would be doing a spot" treatment with 1 and 4 where they would treat 1 section with type 1 and immediately followed by type 4 over that same segment all around the aircraft. We finished deicing; and configured the aircraft according to our app reconfig checklist. Received taxi clearance and taxied to Runway XX in ZZZ2 via "1; 5; short of Runway XY". Waited short of Runway XY for a landing aircraft and then given clearance to cross and proceed to XX via "5 and 6". Performed cross bleed start on engine 2 while on Taxiway 1 followed by a "Taxi Checklist". Running this checklist everything was standard except when reaching the "Fuel Panel and Balance" where I commented we had and imbalance of about 400lbs heavy on the #2 side. I verbalized this and we both mentioned we were in limits for Takeoff and would correct in air. Completed the Taxi followed by Before takeoff to the line. Received our takeoff clearance and started before takeoff below the line and taxied into position on Runway XX. I was pilot flying (PF) so Captain transferred controls and we proceed to takeoff on Runway XX via the ZZZZZ X Rnav departure at approximately XB:30.Takeoff roll and liftoff were standard. Proceeded to climb via and at approximately 5000' there was a sound and felt a hard yaw towards our right consistent with a loss of thrust on the number 2 engine. The Autopilot was engaged at that time and we were climbing using the flight level change vertical mode. The Eicas confirmed #2 engine had rolled back and was infact not producing thrust at that time. We took Autopilot off; and I began hand flying the aircraft. We briefly discussed what we saw and we verbalized to each other that I was going to be flying the aircraft and the Captain would begin troubleshooting. Captain requested priority handling; and went to QRH for the "Eng 2 Out" and began performing. We determined a restart would be attempted (according to QRH procedure. Attempted restart and was unsuccessful. We continued the QRH and ran procedure according to the QRH procedure and no further restarts attempted. I continued to hand fly the aircraft at 6;000 feet while Captain spoke with ATC and informed them we would return and Captain started running the "One Engine Inop Appr and Landing checklist". We determined ZZZ2 would not be our best option considering the weather; overweight landing; runway length and chose to divert to ZZZ. We received a clearance to ZZZ via DIRECT at 6;000 ft. MSL. Captain than prepared for the diversion as I continued to hand fly. We originally planned on Runway XZR at ZZZ but enroute ATC advised us that XZR was going to have a considerable tailwind component and decided XAL was the more favorable option. ATC vectored us to a "Right Downwind" for XAL and then vectored us onto base and then onto a 10 mile final and cleared for the Visual Approach XAL. We had the ILS programmed for redundancy and ATC informed us the ILS XAL was out of service and we acknowledged and decided we would continue. The Captain loaded the RNAV for redundancy and continued inbound on the Visual Approach; completed the QRH landing checklist and I landed the aircraft on XAL and we came to a full stop on the runway. We came to a stop near the intersection and had Crash Fire Rescue (CFR) inspect our aircraft and found nothing abnormal or damaged and then proceed off the runway and ZZZ operations had us park at XX. We ran our checklists; Captain called Dispatch and Maintenance followed by letting the pax deplane via jet bridge."
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.