Regional Jet 200 ER/LR (CRJ200)
Flight Crew Air Transport Pilot (ATP)
Human-Machine Interface; Communication Breakdown; Troubleshooting; Fatigue
Aircraft Equipment Problem Critical
Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed; General Work Refused
Aircraft; Human Factors
While climbing out we received a right REV UNLOCKED MSG for less than a second. I wanted to go through the QRH to familiarize myself with the procedure if it came back. Shortly after I found the section of the QRH the message came back several times and it seemed to us there was some vibration. We accomplished the immediate action items and then proceeded to the QRH. We asked ATC for a level off while we ran the remainder of the QRH for REV UNLOCKED. At some point we discussed if there was improved performance or not. We initially went thru the YES BOX [in the QRH procedure] but felt like there was still some vibration. Unsure if the REV was still out or if there was something else wrong we elected to go to the NO BOX of the QRH; which led us to the Single Engine Procedures QRH. At that point we asked ATC to get vectors to remain in the area of a good diversion airport and asked for further descent.  ATC put us in a holding pattern while we ran through the Single Engine Procedures QRH. I remember reading the first portion of the QRH and then I seemed to forget where I was so I prompted the First Officer to really follow along with me. I don't know if I was tired from the Fuel Divert earlier in the day; but it seemed like I was slow reading thru the QRH. I asked the First Officer to take COM 1 as I advised Dispatch of my intent to divert to the nearby airport on a single engine. I also recall Dispatch mentioning 'Try not to land overweight' and for some reason that stuck in my head. After asking Dispatch to run the Single Engine - Flaps 20 landing numbers; I began trying to 'VERIFY' them via our ACARS. I seemed to be having issues and now realize that I became fixated on the ACARS and that seemed to eat up some time. After getting an ACARS message from Dispatch asking where in the QRH we had seen the 'LAND AT THE NEAREST SUITABLE AIRPORT' I mentioned that we were running the single engine QRH. That kind of caught me off guard and then I began to double check that we had done everything correctly and asked the First Officer if he felt we had done everything correctly. He agreed and I then briefed the Flight Attendant that we would be landing diverted due to a mechanical situation and that it would be a normal landing. The passengers were told that we had a mechanical situation and that we would need to land at the nearest suitable airport - for safety considerations. And that as a precaution; the emergency vehicles would be available on our landing and that they could possibly follow us to the gate but there was no reason to be alarmed if they saw them follow us. The First Officer then made a nice approach and landing and we exited the runway without incident.Looking back I realize that I became fixated on the ACARS and I should have declared the emergency sooner to ATC. I was intentionally slow going thru the Single Engine Approach and Land QRH wanting to make sure we did everything correctly. I recall thinking 'don't land heavy' and probably said something to that effect to the passengers advising them we were burning off fuel for landing; not wanting to alarm them that we were running an engine shutdown checklist. But we as a crew; felt that we needed to take our time and make sure that we covered all our bases and that we had accomplished all checklists correctly. In the end I think we spent a little more time in the hold than I would have liked; but recognizing that I was not 100% I wanted to make sure we did everything right; even if that meant taking a little more time.
We did not have an actual deploy indication and only a caution message so I called for the QRH for thrust reverser unlocked.We did not have an actual deploy indication and only a caution message so I called for the QRH for thrust reverser unlocked.ATC was notified of our intentions and we requested a lower altitude of 15;000 FT; so that we may start the APU so that we could have another generator online; and have an alternate source of bleed air should it be required.ATC was notified of our intentions and we requested a lower altitude of 15;000 FT; so that we may start the APU so that we could have another generator online; and have an alternate source of bleed air should it be required.I then took a moment to brief the single engine approach and landing; and once we were both in agreement about what would happen; I suggested that we go ahead and perform an over weight landing in the interest of not riding around on one engine any longer than necessary. It probably took us longer to run the checklists due to the fact that we were much more tired than we realized. It was our second diversion of the day; the first being for an unforeseen airport closure at our destination while en route. We had also done another turn out prior to departing on the current flight. Upon landing we realized how tired we were and elected not to continue our remaining scheduled flights that night.
Intermittent Thrust Reverser Unlocked warnings aboard their CRJ prompted the tired flight crew to hold over and eventually divert to a satisfactory diversion airport.