Narrative:

While [we were] on descent vectors to the visual; the number 1 engine shutdown. Prior to that; it was a normal descent nothing out of the ordinary. It was a VFR day; calm winds and I decided to click of the autopilot on the downwind to get more hand flying practice. A minute later; approach gave us vectors for base for the visual. Right as I started my turn; I hear a noise that I thought was the landing gear dropping. I had not asked for it so I thought the captain had put gear down but then I hear him ask me what the noise was as we both noticed the gear was still up and locked. Around a second later; we got an 'engine 1 out' EICAS advisory message. I immediately leveled off and increased the power to the detent. There was never any smoke or fire or any weird smells. There was also never any other noise associated with the affected engine. According to one of the passengers; the turbine just windmilled and came to a stop. The captain asked me if I felt comfortable/able to fly the aircraft. I assured him I was and told him that I was going to level the wings; keep this heading and maintain altitude. He accepted that and declared an emergency with ATC. We got an assigned head (the heading I was already on) and 3;000-4;000 block of altitude. The captain then rang the flight attendant and briefed him and then briefed the passengers. Once we got our clearance; I decided to climb up to around 3;800 to give us a little more altitude in case something else went wrong. In the meantime; the captain was running the QRH and doing exactly what the book said and secured engine 1. He did verify with me the items that needed to be verified. After he was done; we were vectored to stay closer to the airport. We had a quick brief on how to land and the approach and what to do once we landed. Once we were clear on what was going on; I asked him to closely monitor and to not be afraid to tell me to adjust something if needed. We talked down the entire approach to assure that we were looking at the right things and knowing what's going on. The captain then briefed the passengers and again told them to expect a normal landing. The trucks were waiting for us at the end of the runway. We came is on approach and landed normally. I did fall slightly behind the power but recovered in 1 to 2 seconds. We got off the runway and parked and asked the firefighters to inspect the engine in case we needed to evacuate. The arff team said nothing looked out of the ordinary; so we taxied to the gate. The taxi-in was a normal taxi. The only threat was the engine that failed. The winds were calm and no weather around. There was also not a lot of traffic arriving either. Errors was falling a little behind the power curve and getting a little low and it almost put the aircraft into an undesired state but we recovered within seconds and continued normally. Maybe had we taken an extra 3 minutes to think more on not falling behind the power curve; not increasing the power too quickly because it created a yawing moment. It was great having an experienced captain talk me down and help me realize all this more quickly.

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Original NASA ASRS Text

Title: EMB-145 First Officer describes an engine failure during vectors for a visual approach. An emergency is declared; QRH procedures are complied with; and a single engine landing ensues.

Narrative: While [we were] on descent vectors to the visual; the number 1 engine shutdown. Prior to that; it was a normal descent nothing out of the ordinary. It was a VFR day; calm winds and I decided to click of the autopilot on the downwind to get more hand flying practice. A minute later; Approach gave us vectors for base for the visual. Right as I started my turn; I hear a noise that I thought was the landing gear dropping. I had not asked for it so I thought the Captain had put gear down but then I hear him ask me what the noise was as we both noticed the gear was still up and locked. Around a second later; we got an 'ENG 1 OUT' EICAS advisory message. I immediately leveled off and increased the power to the detent. There was never any smoke or fire or any weird smells. There was also never any other noise associated with the affected engine. According to one of the passengers; the turbine just windmilled and came to a stop. The Captain asked me if I felt comfortable/able to fly the aircraft. I assured him I was and told him that I was going to level the wings; keep this heading and maintain altitude. He accepted that and declared an emergency with ATC. We got an assigned head (the heading I was already on) and 3;000-4;000 block of altitude. The Captain then rang the Flight Attendant and briefed him and then briefed the passengers. Once we got our clearance; I decided to climb up to around 3;800 to give us a little more altitude in case something else went wrong. In the meantime; the Captain was running the QRH and doing exactly what the book said and secured Engine 1. He did verify with me the items that needed to be verified. After he was done; we were vectored to stay closer to the airport. We had a quick brief on how to land and the approach and what to do once we landed. Once we were clear on what was going on; I asked him to closely monitor and to not be afraid to tell me to adjust something if needed. We talked down the entire approach to assure that we were looking at the right things and knowing what's going on. The Captain then briefed the passengers and again told them to expect a normal landing. The trucks were waiting for us at the end of the runway. We came is on approach and landed normally. I did fall slightly behind the power but recovered in 1 to 2 seconds. We got off the runway and parked and asked the firefighters to inspect the engine in case we needed to evacuate. The ARFF team said nothing looked out of the ordinary; so we taxied to the gate. The taxi-in was a normal taxi. The only threat was the engine that failed. The winds were calm and no weather around. There was also not a lot of traffic arriving either. Errors was falling a little behind the power curve and getting a little low and it almost put the aircraft into an undesired state but we recovered within seconds and continued normally. Maybe had we taken an extra 3 minutes to think more on not falling behind the power curve; not increasing the power too quickly because it created a yawing moment. It was great having an experienced Captain talk me down and help me realize all this more quickly.

Data retrieved from NASA's ASRS site as of July 2013 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.