Date: 201410
Local time of day: 1801-2400
Location: ZZZ.Airport, US
Light: Night
Aircraft: EMB ERJ 145 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
Airspace: Class C MKE
ATC / advisory: Tower ZZZ
Aircraft component: Main Gear Tire
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Passenger; Person Flight Crew
When detected: In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft; Airport
Primary problem: Ambiguous

Narrative: On arrival the runway was wet and slippery. As a result we selected TO for departure thrust. The runway was rough as usual but normal takeoff roll otherwise. At rotation we felt a shudder. We thought the nose wheel hit a chuck hole at rotation. The engines were producing normal power as indicated by the EICAS. The FO continued the climb and around 4500 feet the FA called us to say a passenger saw sparks coming from the #2 engine. I again looked at the engine instruments and both engines were running in the green; although I saw a momentary rise in the HP vibrations but still in the green. I told the FA we are returning; both engines were running normal and we would be on the ground in 5-10 min. I told tower we needed to come back due to sparks coming from the #2 engine. I then texted dispatch to let them know we were returning for sparks reported from #2 engine. I briefed the overweight landing and to touchdown at less than 300 ft per min. The FO did not feel comfortable with landing so he transferred controls to me. I landed with normal power and fully configured. The touchdown was smooth and controllable. We taxied clear of the runway and Emergency crews said the approach and landing looked normal with no visual abnormalities; or hot spots in the area of the engine. we were cleared to the ramp. I shut down #2 and they did an exterior inspection of the aircraft. they reported that the right main was blown and a piece of the tire was in the wing; but no fuel leaks were noted. We were cleared to the gate by the Fire captain when one was available. After parking at the gate; the FO performed the walk around and reported that the #4 tire was blown; a piece of heavy gauge wire was stuck in the bottom of the flap and we had missing stator vanes in the #2 engine. I wrote up the damage and called maintenance; Dispatch and operations to advise of the situation. Adverse weather (rain low ceilings and wind); Aircraft damage at rotation although unknown at the time to what extent. There was a deviation in speed during configuration between flaps 22 and 45  after I had taken the controls ; in visual conditions; as I was monitoring vibrations an transitioning to visual cues outside; which caused a momentary stick shaker. I advanced the thrust immediately; recovered and continued without further problems. We landed fully configured and a soft touchdown was made. I should have asked the FO to monitor the vibrations for me while I was flying so I could fully concentrate on the approach and configuration. The FO and FA were very professional and handled the situation very well.


Second narrative: During the departure roll at the point of rotation the captain and I both heard a loud bang. We continued a normal climb profile because we did not see any abnormal indications. We both thought we had damaged the nose gear and that we would have to take precautions when we landed. At about 4000 feet the Flight attendant called up and stated a passenger in the last row had told her that he had seen sparks coming out of the engine. We asked the Flight Attendant to verify and she stated that she also was witnessing sparks. At the same time we noted that the High spool vibration indicator was reading higher than normal but not in the amber range. We elected to return to the airport. as pilot flying I handled flying the airplane and verifying that the approach was set in the FMS and RMU; as well as backing the Captain up on ATC calls. The captain Handled talking to company/ATC/Passengers; as well as running checklist. We both made the determination that the engine was not performing normally but we would not shut it down or declare an emergency because all indications were with in normal operations and with the IFR weather it would be more of a danger. I elected to have the captain fly the final approach into the airport because of the suspected damage to the landing gear. We positively transfer controls on the turn to final. the approach was gusty and we also had a stick shaker occur because the captain did not add enough power when final configurations was established. we recovered before we reached the 1000 foot to land mark and the rest of the approach was normal. we landed normally and taxied to the gate. it was upon post flight we found a right outer main had blown; a piece of FOD was lodged in the right inboard flap; and 1/3 of the first stage stator vanes had been knock out.The only threat that occurred was the stick shaker due to the captain becoming distracted on final configuration and I as PM was slow to point out the threat.


Synopsis: EMB-145 flight crew experiences a strange vibration at rotation but both engines appear to be operating normally. Passing 4;000 feet the Flight Attendant informs that sparks are coming out of the [front] right engine. The crew elects to return to the departure airport with the Captain assuming the fling duties at the First Officer's request. Post flight reveals a blown right main tire and damage to the wing and right engine.