Narrative:

We were in our climb; climbing through FL250. When the right engine rolled back. There were no fire warning or vibrations. My first officer was flying pilot; he turned off the autopilot and leveled off. I immediately contacted center I told them we lost the right engine and wanted vectors direct to a nearby airport. We started the qrc but stopped short of engine fire push. Qrc was not the correct course of action. We then started the QRH abnormal 1-3. I contact my flight attendant and advised that we had lost the right engine and we were diverting. We then followed the abnormal 1-9 to try to relight the engine. During descent we had no N2 rotation. I ACARS'ed dispatch and advised we lost our right engine and diverting. I spoke to the passengers to comfort them. I did advise them that we did lose an engine and were preceding to a nearby airport. We leveled off at 10;000 getting delayed vectors. We tried to relight the engine again using abnormal 1-5. No start. I was concerned that I may have missed something regarding the engine start. We had time and fuel. We transferred controls; I was now the flying pilot. My first officer reviewed and ran the QRH. The third attempt to start failed. We ran the QRH abnormal 1-11! Briefed the approach for 16L. Reviewed all the threats we could think of. I brief the passengers and told them to following the instructions of the flight attendant. I told them that everything will be okay and should be landing soon. I briefed my flight attendant regarding brace and evacuation signals. The airport rolled out the fire trucks. We finished the descent check and went over potential threats after our landing. We did spend extra time to burn off some fuel being heavy. The airport was reporting wind shear advisory. The approach to land was safe. We cleared the runway and I advised the passengers we were safe and to remain seated. Fire trucks looked us over and we taxied to the gate. We did land overweight by 400lbs with a vsi of 200ft. At the gate I spoke to the passengers and thank them for their patience. I called the dispatch coordinator; chief pilot; and mx control to advise them of the situation. I made entrees into the maintenance log regarding the engine shutdown and overweight landing. I can't change the engine failure. The initial loss of the engine took me off guard. I should have slowed down more in my thought process in choosing qrc and QRH checklists.

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Original NASA ASRS Text

Title: CRJ-200 flight crew reported a right engine flame out during climb and multiple engine relight attempts. The QRC and QRH were referenced and the flight diverted to nearby airport for a safe landing.

Narrative: We were in our climb; climbing through FL250. When the right engine rolled back. There were No FIRE WARNING or vibrations. My FO was flying pilot; he turned off the autopilot and leveled off. I immediately contacted Center I told them we lost the right engine and wanted vectors direct to a nearby airport. We started the QRC but stopped short of Engine Fire push. QRC was not the correct course of action. We then started the QRH Abnormal 1-3. I contact my FA and advised that we had lost the right engine and we were diverting. We then followed the abnormal 1-9 to try to relight the engine. During descent we had no N2 rotation. I ACARS'ed dispatch and advised we lost our right engine and diverting. I spoke to the passengers to comfort them. I did advise them that we did lose an engine and were preceding to a nearby airport. We leveled off at 10;000 getting delayed vectors. We tried to relight the engine again using Abnormal 1-5. No start. I was concerned that I may have missed something regarding the engine start. We had time and fuel. We transferred controls; I was now the flying pilot. My FO reviewed and ran the QRH. The third attempt to start failed. We ran the QRH Abnormal 1-11! Briefed the approach for 16L. Reviewed all the threats we could think of. I brief the passengers and told them to following the instructions of the FA. I told them that everything will be okay and should be landing soon. I briefed my FA regarding brace and evacuation signals. The airport rolled out the fire trucks. We finished the descent check and went over potential threats after our landing. We did spend extra time to burn off some fuel being heavy. The airport was reporting wind shear advisory. The approach to land was safe. We cleared the runway and I advised the passengers we were safe and to remain seated. Fire trucks looked us over and we taxied to the gate. We did land overweight by 400lbs with a VSI of 200ft. At the gate I spoke to the passengers and thank them for their patience. I called the Dispatch Coordinator; Chief pilot; and MX control to advise them of the situation. I made entrees into the maintenance log regarding the engine shutdown and overweight landing. I can't change the engine failure. The initial loss of the engine took me off guard. I should have slowed down more in my thought process in choosing QRC and QRH checklists.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.