EMB ERJ 170/175 ER/LR
Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Aircraft Equipment Problem Critical
Flight Crew Returned To Departure Airport; Flight Crew FLC complied w / Automation / Advisory; Flight Crew Landed As Precaution; Flight Crew Overcame Equipment Problem
Aircraft
Flight XXXX from ZZZ to ZZZ1; returned to field right after departing ZZZ. Shortly after takeoff; the Captain and I noticed high vibration on Engine #2 LP as we climbed through 5;000 - 6;000 feet. Initially; the vibration fluctuated between normal range (green) to amber (caution) range. However; after several seconds; it remained in the caution range. We contacted ATC to level out at 6;000 ft and delay vectors while we ran the QRH checklist. Upon completion of the QRH procedure we kept Engine #2 vibration in normal range. The Captain and I both came upon the decision to return to ZZZ. There were two previous occurrences of engine vibration on Engine # 2 in the AML within the last week. We felt it was prudent to return to ZZZ because we did not want to make any more high power demands; i.e. climb; with the issue at hand. We requested delay vectors to burn off the fuel in order get below max landing weight limitations. ATC vectored us around; and we successfully landed at ZZZ. No emergency was declared. We returned to the field as it [was the] safest decision to do. With two previous documented occurrences of high engine vibration on #2; we did not want to risk another occurrence. By continuing our climb from 6;000 ft to cruising altitude; it puts the engine in a higher power demand with a high probability of another occurrence.
Flight XXXX returned to ZZZ due to low pressure; high engine vibration on the right hand; Number 2 Engine. Shortly after takeoff; my first officer and I noticed the high vibration as we climbed through 5;000-6;000 feet. The vibration was fluctuating between the green (normal) range and the yellow (caution) range; but was staying more in the caution range than the normal range. The highest we saw for a moment was 4.5 on the LP side of the Number 2 Engine. After leveling off at 6;000 feet; following the QRH procedure and reducing the affected engine's thrust; we were able to maintain the engine in the normal range. However; at that point; the decision made was to return back to the field of ZZZ. We were already in the terminal area and did not want to make anymore high power climbs to altitude with the issue at hand. Considering that this issue had been documented two times in the past few days with a Number 2 Engine high vibration issue; a return to the field was a prudent decision. In the process; we were vectored around in order to get our landing weight below our limitation and had a successful landing on Runway XX in ZZZ. No emergency was declared during this incident.In retrospect; I felt that my first officer and I conducted the situation very professionally; safely and successfully. In all; I made my pilot in command decision to return to field based on the safety of the flight and souls on board my airplane. With a documented history of engine vibrations within the past few days; I do not regret nor question my decision. The engine vibration was abnormally in the caution range and I simply matched my decision based off of that; acting on the side of caution for the safety of my passengers; crew and aircraft. There was no way that I was willing to continue a high power climb to a high altitude with a vibration in the caution range; a documented maintenance history within the past few days and not knowing the potentially hazardous issues that could take place ahead. The only suggestion I could voice is for the thorough inspection of the engine; however; that is being conducted already.
EMB-175 flight crew experienced a high engine vibration during climbout. A precautionary air return was made to the departure airport.