Date: 201901
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: Regional Jet 200 ER/LR (CRJ200)
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Final Approach
Airspace: Class B ZZZ
ATC / advisory: Tower ZZZ
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine; Flight Crew Instrument
Second reporter function: Pilot Flying; First Officer
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Flight Crew Requested ATC Assistance / Clarification; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Normal uneventful flight until final approach. [We were] cleared for a visual approach [and were] fully configured to land. At approximately 1;500 feet first received an Amber 'L Fuel Lo Press' caution message. It went away fairly quickly. I then noticed a white status message 'AC ESS XFER.' At about the same time the First Officer noticed he needed a lot of right wing down correction and asked [me] to pull up the flight control synoptic page. Shortly thereafter received a master warning 'L ENG OIL PRESS' message and audible alert. We then noticed the left engine was at reduced power. N1 was approximately 39%; ITT (Interstage Turbine Temperature) approximately 850; and N2 approximately 42%. We realized the left engine was either failed or running at a very reduced power level and not responding to thrust lever movements. This was approximately at 1;000 feet now.I declared a left engine failure. First Officer called for flaps 20 and increased speed to approximately Vt. We elected to continue the approach. I selected ground proximity flap override. I knew the runway length was adequate at 9;500 feet long. APU had previously been started and the bleeds [had] been transferred sometime prior to the approach. First Officer landed normally and I exited the runway. At this time the ITT spiked to 900 and flashed red. We shut off the left thrust lever. At this point I set the parking brake and called the Flight Attendant. Informed him of the issue and made a public address to the passengers. At that time there were no indications of any further issues. It appeared normal; just like a single engine taxi. We reviewed the QRH to ensure everything was normal. We requested a visual inspection of the left engine to look for smoke; leaks; or damage. [We were] informed that everything appeared normal so we elected to continue taxi to the gate. Taxied to the gate uneventfully.


Second narrative: Uneventful flight as pilot flying until on final. Visual approach backed up by the ILS. We completed landing checks and received our approach and landing clearance.My first indication of an abnormality was excessive RWD (right wing down) aileron commanded by the autopilot and associated RWD trim. I disconnected the autopilot and noticed more RWD aileron required to maintain wing level. A moment later the L ENG FUEL PRESS LOW amber message illuminated and soon disappeared. I scanned other left engine indications and noticed the N2 at approximately 39%. I then scanned the PFD and noticed the ball out to the right. When the L ENG OIL PRESS LOW red message illuminated I concluded there was a malfunction of some sort from the left engine.The Captain called the left engine failure and began reconfiguring for the single engine landing. Meanwhile; I trimmed the aileron and rudder to account for the engine failure and I called the flaps to 20. The Captain selected the GROUND PROX FLAPS switch in. The APU had already been started with the bleeds transferred. I stated and flew Vt and knew the runway was dry and long enough at 9500 feet for our condition. Approach was stable throughout. Landing was uneventful; with cautious use of right engine thrust reverse on landing. The Captain took the controls at a normal speed and cleared the runway. I noticed the ITT flashing red 900 degrees so I stated and confirmed the left engine shutdown. After landing flow was also completed along with the Captain notifying the Flight Attendant and passengers. We elected to obtain a visual inspection from [ground] personnel as we held on [the] taxiway. They stated no smoke; damage; or excessive heat and followed us back to the gate as a precaution. We also consulted the QRH to see if there were any applicable checklists to accomplish at that point. Single engine taxi to the gate was normal.


Synopsis: CRJ-200 flight crew reported the left engine degraded to a low power state on short final; and was shut down after landing when the ITT spiked into the red range.