Regional Jet 200 ER/LR (CRJ200)
Flight Crew Air Transport Pilot (ATP)
Physiological - Other; Time Pressure; Communication Breakdown
Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Declared Emergency; General Evacuated
Aircraft; Human Factors
Flight was running late so a majority of passengers were booked on other flights and we departed uneventfully with SIX passengers aboard. Everything from start up to initial climb proceeded uneventfully. We climbed to 10;000 FT as assigned by Departure and leveled off awaiting a handoff to Center. The First Officer who was the flying pilot reduced power at this point to maintain 250 KTS. After a handoff to Center; a climb to FL230 was assigned. It was set; confirmed; and the V/S mode was selected. As the First Officer pushed the thrust levers forward to accelerate the engines back to climb power for the climb; there was a loud bang associated with an N2 'VIB' indication and an ITT spike that I believe peaked at approximately 960 C. As soon as I heard the bang and felt the associated vibration and yawing of the aircraft; I reached up and retarded thrust on both engines until the ITT was again in the green on the left engine. As this was happening; the cockpit rapidly filled with a dense grey and black smoke. We quickly donned our oxygen masks; and I took control of the aircraft. I stated that I had the radios and controls and for the First Officer to proceed with the smoke removal procedures. I declared an emergency with ATC and stated that we had smoke in the cockpit; a possible engine fire or failure; and were returning directly and to have equipment standing by for an evacuation on the runway. The smoke was so thick at this point that I could barely make out the glareshield and only could see a silhouette of the First Officer. Since it was so thick; I elected to deploy passenger O2 so that there would at least be some chance that they could have something to breathe. As the First Officer got the packs turned off and the bleeds activated; the smoke cleared just enough that I was able to see the airport out the window. I lowered the landing gear at 250 KTS; flight spoilers full up; and idle on both engines while aimed a point about 1 mile from the runway. The First Officer continued the QRH but with the oxygen masks on; the thick smoke; and the panic/confusion from the situation we were having some difficulty communicating where we were on the checklist. As we were in a good position to get on the ground quickly; I concentrated on landing the airplane while the First Officer attempted to clear the smoke. Due to the extremely high workload; we had been unable to do anything for the cabin or flight attendant communications wise other than drop masks. I finally was able to get a few words in to the flight attendant and stated we were returning; probably a fire somewhere; and to be prepared to evacuate. The left engine; at idle; read oil pressure of about 47 PSI and good oil temperature with everything else indicating in the green with the exception of a VIB indication on the N2 gauge. Due to the poor ability to communicate and as were so close to the runway I elected not to worry about shutting the engine down as there was no fire indication and I didn't want to add confusion to the situation. At about 500 FT; I told the First Officer to look up and be prepared to evacuate. By now the smoke had cleared some; but not enough to remove our masks. The landing was smooth and I brought the aircraft to a complete stop; set the parking brake; shut down the engines; and called for the evacuation checklist. The flight attendant and passenger evacuated down the aircraft stairs; followed by the First Officer; and then myself after I made sure all were off. Everyone was shaken; but no injuries occurred. Smoke could be seen coming out of the door after all were off; and the putrid smell of the burnt oil was apparent near the left engine. The left engine appears to have suffered a catastrophic failure of some kind.
Shortly after take-off; we contacted Departure Control and were given a heading to intercept the airway on course and to maintain 10;000 FT. As we were leveling off at 10;000 FT; I reduced the thrust levers to maintain 250 KIAS as we were handed off to Center Control; who instructed us to climb and maintain FL230. I set 23;000 in the altitude pre-select; selected vertical speed and a 2;000 FT per minute climb rate and bugged 265 KIAS for the climb speed. I then advanced the thrust levers to set the climb thrust to the climb carrots which was approximately 91% N1. As we were climbing through about 11;500 FT; there was a loud bang; followed an abnormal and excessive vibration. I looked at the engine instruments and saw that the number one engine's ITT was in excess of 900 degrees and N2 VIB was displayed. Captain assumed pilot flying duties and the radios and declared the emergency and turned to land while I reached for the QRH to run the checklist for 'Engine N2 VIB.' However; before I could begin the checklist for N2 VIB; a large amount of thick acrid smoke began to fill the cockpit. I dropped the QRH and donned my oxygen mask and attempted to establish communications with Captain. Communication was difficult at best as I recited the memory items for 'Smoke/Fumes.' I again reached for the QRH and began the 'Smoke/Fumes' Checklist. Simply reading the checklist became difficult due to the amount of thick smoke in the cockpit. I proceeded as quickly as I could; being careful not to make mistakes. Step 12 of the checklist states 'determine the source of the smoke.' However; none of the options provided directly applied to our situation; so I proceeded with 'Air-Conditioning Smoke' in an attempt to clear the smoke. As directed by the QRH; I turned off both PACKS; opened the RAM AIR valve and pressed the EMER DEPRESS switch and the smoke started to subside a bit; enough to be able to see out of the windows. When I was done with the 'Smoke/Fumes' Checklist; I asked Captain which task he would like me to do next; and he replied to prepare for landing. I looked at the instruments just in time to make the 1;000 FT call as we were turning to the final for landing. Once one the ground; we came to a stop on the runway; set the parking brake and I ran the 'Evacuation Checklist' and then grabbed my flashlight; and exited the cockpit. As I left the cockpit; it appeared that all the passengers and flight attendant were off the aircraft; but I paused for a second; shined my flashlight though the cabin to verify everyone was off; and then exited the aircraft through the main cabin door and did a head count. All six passengers and the flight attendant were accounted for and were gathered about 75 FT away from the aircraft. As I approached the passengers; I asked if everyone was ok. The passengers were a bit shaken up; but there were no injuries among the passengers or crew. Captain exited the aircraft right behind me and again verified that everyone was accounted for and uninjured. The passengers were provided transportation back to the terminal while the crew waited with the aircraft until operations used a tug to remove the aircraft from the runway.
CRJ200 flight crew experience a catastrophic engine failure climbing through 11;500. The Captain assumed control of the aircraft; declared an emergency and turned toward the airport as the cockpit quickly filled with smoke. The First Officer commenced the smoke removal checklist and eventually got the packs off and the aircraft depressurized just before landing. The passengers and crew evacuate after stopping on the runway.