Narrative:

At FL330; we felt and heard an audible thump. We were at cruise power and no change had been made to the thrust setting. Immediately following the thump; the itt on the number 1 engine momentarily spiked. Neither of us noticed the actual temperature value; but it was a red indication over the max line. I slowly began pulling the thrust lever back that is when the engine vibration indicator went full scale high. About the same time we noticed an acrid smell; albeit not overwhelming. We then accomplished the memory items for severe engine damage to secure the engine. The first officer then continued the QRH. We quickly decided on ZZZ for our diversion airport for its proximity; visible weather; and operations available. This was not on our release; so after we notified ATC of our intensions; we then acarsed dispatch of our situation. Although I cannot recall the exact sequence of events; we:-spoke with the flight attendant almost immediately following the thump; verifying with her there was no smoke or damage inside the cabin. She also noticed the acrid smell. Which did dissipate quickly after the engine was secured and bleed and pack were deselected.-notified the passengers of the failed engine and explained that we would be diverting to ZZZ. The flight attendant told us that they responded well to the PA.-spoke with our flight attendant multiple times during our descent to update her on our progress/time; and verify the condition of the cabin and passengers.-to the best of my recollection and understanding; the necessary QRH items were completed prior to approach and landing.-two separate logbook entries were made one for the engine issue; and one for the overweight landing. We landed on the longest runway. We were somewhere around 1;000 pounds overweight on the landing. I deployed engine reverser number 2; but did not use reverse thrust (spool the engine). The touchdown was smooth; with minimal descent rate (as noted in the logbook for the overweight landing). After turning off the runway; the emergency response team inspected the aircraft and verified that nothing was on fire. 'No excessive heat' was the report to the tower from them. We then continued to taxi to the gate. Notes:-no fire indication was received at any time.-oil quantity remained at 8 quarts for engine 1.-difficult to recall; but I believe N2 continued to spin at a low value. I cannot recall N1 at all.

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Original NASA ASRS Text

Title: EMB-145 Captain experiences a sudden engine failure at FL330. The engine is shut down and the flight diverts to a suitable airport.

Narrative: At FL330; we felt and heard an audible thump. We were at cruise power and no change had been made to the thrust setting. Immediately following the thump; the ITT on the Number 1 Engine momentarily spiked. Neither of us noticed the actual temperature value; but it was a red indication over the max line. I slowly began pulling the thrust lever back that is when the engine vibration indicator went full scale high. About the same time we noticed an acrid smell; albeit not overwhelming. We then accomplished the memory items for severe engine damage to secure the engine. The First Officer then continued the QRH. We quickly decided on ZZZ for our diversion airport for its proximity; visible weather; and operations available. This was not on our release; so after we notified ATC of our intensions; we then ACARSed Dispatch of our situation. Although I cannot recall the exact sequence of events; we:-Spoke with the Flight Attendant almost immediately following the thump; verifying with her there was no smoke or damage inside the cabin. She also noticed the acrid smell. Which did dissipate quickly after the engine was secured and bleed and pack were deselected.-Notified the passengers of the failed engine and explained that we would be diverting to ZZZ. The Flight Attendant told us that they responded well to the PA.-Spoke with our Flight Attendant multiple times during our descent to update her on our progress/time; and verify the condition of the cabin and passengers.-To the best of my recollection and understanding; the necessary QRH items were completed prior to approach and landing.-Two separate logbook entries were made one for the engine issue; and one for the overweight landing. We landed on the longest runway. We were somewhere around 1;000 LBS overweight on the landing. I deployed engine reverser number 2; but did not use reverse thrust (spool the engine). The touchdown was smooth; with minimal descent rate (as noted in the logbook for the overweight landing). After turning off the runway; the emergency response team inspected the aircraft and verified that nothing was on fire. 'No excessive heat' was the report to the Tower from them. We then continued to taxi to the gate. Notes:-No fire indication was received at any time.-Oil quantity remained at 8 quarts for Engine 1.-Difficult to recall; but I believe N2 continued to spin at a low value. I cannot recall N1 at all.

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.