Narrative:

We were at cruise flight at FL330. Approximately 30 minutes into cruise flight; in smooth air; we experienced a relatively intense shudder in the aircraft. During this shudder; an audible bang could be heard; although it wasn't very loud in the cockpit. The captain and I both immediately noticed that the N1 and N2 indications for the #2 engine were both rolling back and the egt was immediately maxed out at 800. We both agreed that we had lost the right engine and with the shudder; bang; and high egt; we suspected engine damage. We [advised ATC] and started a descent. The flight attendants immediately started chiming; and I asked them to standby; as we were trying to deal with the situation.after starting the descent; I began going through the QRH. Upon completion of the checklist; I contacted dispatch and informed them that we were diverting; which we had already coordinated with ATC. Our dispatcher was very helpful. He did a great job coordinating with the tower; crash fire rescue equipment; and our station ops. He also gave us the weather.after returning from speaking with dispatch I called back to the flight attendants. It had probably been ten minutes at this point since I had asked them to standby; and I commended them for their professionalism. They had obviously been calling up to tell us about the odd engine noise and vibration they heard; and they were asked to standby; they immediately went into action preparing the cabin for landing. By the time I called back to them they were already seated and ready to land. I informed them that we had an engine failure; we're diverting to ZZZ; and would be on the ground in 15 minutes; and that we didn't anticipate needing to evacuate.next I briefed the passengers; and informed them that we had an issue with one of our engines; and gave them the same info regarding the landing airport and time remaining. After completing that I rejoined the captain and he had already coordinated a continued descent to FL180 and we were flying direct to the divert airport. We completed the single engine approach to landing checklist; and the single engine landing checklist. The captain made a beautiful landing; and the rollout and taxi to the gate were uneventful. Crash fire rescue equipment were standing by on the ramp when we landed; and they followed us to our parking spot. I want to compliment the captain on the job he did handling this. He was calm and composed throughout; and did a great job getting the plane safely on the ground.as a line pilot; I don't want to assume that I know our preventative mx practices. However; it seems that we push the engines on our MD80 fleet past the point that they should be run. Our program allows us to operate engines at a higher temperature; simply because they can't operate under normal takeoff power settings without exceeding temperature limitations. This seems to be causing our engines to fail more often.

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Original NASA ASRS Text

Title: Aircrew experienced an in-flight engine failure and successfully diverted to an interim airport.

Narrative: We were at cruise flight at FL330. Approximately 30 minutes into cruise flight; in smooth air; we experienced a relatively intense shudder in the aircraft. During this shudder; an audible bang could be heard; although it wasn't very loud in the cockpit. The captain and I both immediately noticed that the N1 and N2 indications for the #2 engine were both rolling back and the EGT was immediately maxed out at 800. We both agreed that we had lost the right engine and with the shudder; bang; and high EGT; we suspected engine damage. We [advised ATC] and started a descent. The flight attendants immediately started chiming; and I asked them to standby; as we were trying to deal with the situation.After starting the descent; I began going through the QRH. Upon completion of the checklist; I contacted dispatch and informed them that we were diverting; which we had already coordinated with ATC. Our dispatcher was very helpful. He did a great job coordinating with the tower; CFR; and our station ops. He also gave us the weather.After returning from speaking with dispatch I called back to the flight attendants. It had probably been ten minutes at this point since I had asked them to standby; and I commended them for their professionalism. They had obviously been calling up to tell us about the odd engine noise and vibration they heard; and they were asked to standby; they immediately went into action preparing the cabin for landing. By the time I called back to them they were already seated and ready to land. I informed them that we had an engine failure; we're diverting to ZZZ; and would be on the ground in 15 minutes; and that we didn't anticipate needing to evacuate.Next I briefed the passengers; and informed them that we had an issue with one of our engines; and gave them the same info regarding the landing airport and time remaining. After completing that I rejoined the Captain and he had already coordinated a continued descent to FL180 and we were flying direct to the divert airport. We completed the single engine approach to landing checklist; and the single engine landing checklist. The Captain made a beautiful landing; and the rollout and taxi to the gate were uneventful. CFR were standing by on the ramp when we landed; and they followed us to our parking spot. I want to compliment the Captain on the job he did handling this. He was calm and composed throughout; and did a great job getting the plane safely on the ground.As a line pilot; I don't want to assume that I know our preventative mx practices. However; it seems that we push the engines on our MD80 fleet past the point that they should be run. Our program allows us to operate engines at a higher temperature; simply because they can't operate under normal takeoff power settings without exceeding temperature limitations. This seems to be causing our engines to fail more often.

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.