Narrative:

We reported in the morning to find the aircraft covered with 1-2 inches of snow and ice. We pushed and de-iced. Taxi out and all engine indications were normal. We departed runway 32R. On departure; we noticed the N1 vibration on the #2 engine was now at 1.2 compared to the #1 which was less than half of that value. We were in IMC conditions; running wing and cowl anti-ice. As we continued to climb; so did the value on the right engine vibration; a slight vibration could be felt through the airframe. By the time we were in the 20's the value had risen into the caution range; approximately 2.4. I decided to call maintenance on this. We were clear of the IMC conditions finishing the climb to 31000 ft and had been clear of icing conditions for a few mins and the engine vibration remained in the caution zone. The QRH directed in non-icing conditions; to ultimately shut down the engine. The maintenance controller and I agreed we had been clear of icing a sufficient amount of time to separate icing from a mechanical problem. We prepared for the diversion. We coordinated with dispatch to divert to ZZZ. I advised center of our situation and request to go to ZZZ. I declared an emergency. The flight attendants were advised and I made a PA to the passenger. The QRH was used for the vibration; engine shutdown and single engine landing; and crash fire rescue equipment was requested to be standing by as a precaution. The landing was uneventful. At the gate; I called dispatch to amend the release and coordinate with maintenance; the passenger deplaned and we awaited a mechanic. He found 2 blades to be damaged. The station personnel reported a passenger said walking into the gate that she heard a ding in the right engine on takeoff. But the aft flight attendant; didn't hear that; or have the passenger report it to her then; nor at any point in the flight through deplaning. I think we either had residual contaminants in the nacelle after deicing that came loose with thrust; or kicked up and into the engine on the takeoff roll. More than likely it was contaminants left; bringing home the importance of proper and complete deicing by the crews charged with that task. Our safety depends on it.

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Original NASA ASRS Text

Title: CL65 FLIGHT CREW SHUTS DOWN ONE ENGINE AND DIVERTS DUE TO OUT OF LIMITS VIBRATION. MAY HAVE BEEN ASSOCIATED WITH DEICING PROCEDURE PRIOR TO DEPARTURE.

Narrative: WE RPTED IN THE MORNING TO FIND THE ACFT COVERED WITH 1-2 INCHES OF SNOW AND ICE. WE PUSHED AND DE-ICED. TAXI OUT AND ALL ENG INDICATIONS WERE NORMAL. WE DEPARTED RWY 32R. ON DEP; WE NOTICED THE N1 VIBRATION ON THE #2 ENG WAS NOW AT 1.2 COMPARED TO THE #1 WHICH WAS LESS THAN HALF OF THAT VALUE. WE WERE IN IMC CONDITIONS; RUNNING WING AND COWL ANTI-ICE. AS WE CONTINUED TO CLB; SO DID THE VALUE ON THE R ENG VIBRATION; A SLIGHT VIBRATION COULD BE FELT THROUGH THE AIRFRAME. BY THE TIME WE WERE IN THE 20'S THE VALUE HAD RISEN INTO THE CAUTION RANGE; APPROX 2.4. I DECIDED TO CALL MAINT ON THIS. WE WERE CLR OF THE IMC CONDITIONS FINISHING THE CLB TO 31000 FT AND HAD BEEN CLR OF ICING CONDITIONS FOR A FEW MINS AND THE ENG VIBRATION REMAINED IN THE CAUTION ZONE. THE QRH DIRECTED IN NON-ICING CONDITIONS; TO ULTIMATELY SHUT DOWN THE ENG. THE MAINT CTLR AND I AGREED WE HAD BEEN CLR OF ICING A SUFFICIENT AMOUNT OF TIME TO SEPARATE ICING FROM A MECHANICAL PROB. WE PREPARED FOR THE DIVERSION. WE COORDINATED WITH DISPATCH TO DIVERT TO ZZZ. I ADVISED CTR OF OUR SITUATION AND REQUEST TO GO TO ZZZ. I DECLARED AN EMER. THE FLT ATTENDANTS WERE ADVISED AND I MADE A PA TO THE PAX. THE QRH WAS USED FOR THE VIBRATION; ENG SHUTDOWN AND SINGLE ENG LNDG; AND CFR WAS REQUESTED TO BE STANDING BY AS A PRECAUTION. THE LNDG WAS UNEVENTFUL. AT THE GATE; I CALLED DISPATCH TO AMEND THE RELEASE AND COORDINATE WITH MAINT; THE PAX DEPLANED AND WE AWAITED A MECH. HE FOUND 2 BLADES TO BE DAMAGED. THE STATION PERSONNEL RPTED A PAX SAID WALKING INTO THE GATE THAT SHE HEARD A DING IN THE R ENG ON TKOF. BUT THE AFT FLT ATTENDANT; DIDN'T HEAR THAT; OR HAVE THE PAX RPT IT TO HER THEN; NOR AT ANY POINT IN THE FLT THROUGH DEPLANING. I THINK WE EITHER HAD RESIDUAL CONTAMINANTS IN THE NACELLE AFTER DEICING THAT CAME LOOSE WITH THRUST; OR KICKED UP AND INTO THE ENG ON THE TKOF ROLL. MORE THAN LIKELY IT WAS CONTAMINANTS LEFT; BRINGING HOME THE IMPORTANCE OF PROPER AND COMPLETE DEICING BY THE CREWS CHARGED WITH THAT TASK. OUR SAFETY DEPENDS ON IT.

Data retrieved from NASA's ASRS site as of May 2009 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.