Narrative:

In cruise approximately 50 min into flight at FL330 with no prior abnormalities noted the throttle quadrant began a very loud grinding with a considerable vibration with no throttle movement. After a few seconds a faint smell of hot rubber began emitting from the quadrant so first officer (first officer) and I performed our memory items for smoke/fumes in cockpit. I then took control of the aircraft and radios and asked first officer for the QRH; we agreed upon the 'air conditioning smoke fumes' QRH since it wasn't electrical and smelled like it could have been in the air conditioning system and he began to run it. I contacted ATC; requested a lower altitude and began a descent. As first officer started the QRH I disconnected the auto throttles; [and] the smell immediately dissipated with no further signs but the grinding and vibration continued but at a lesser intensity. Immediately we noticed the number 1 engine rolled back slightly; I applied power and it responded and all engine indications where normal except the left EPR was slightly lower. At this point the vibration in the quadrant increased. As I began reviewing the situation and current flight conditions (clear; no icing or precipitation) the number 1 engine began to roll back even further. First officer and I agreed to discontinue the smoke/fumes QRH since there was no evidence of such and we started to focus our attention on the number 1 engine. I asked first officer to run the 'engine flameout failure shutdown' QRH (severe damage). I would like to note that the sequence from throttle issue to engine shutdown all happened very quickly; only a couple minutes. As first officer worked the checklist I verified our distance to [destination] to be about 250 miles so I chose [an alternate] off our wing at approximately 60 miles as our diversion airport. I then contacted center; requested lower and asked for the divert to [the alternate]. I also requested ATC to pass along to [company the details] of our situation and that we were headed to [alternate]. First officer finished up with the initial checklist and prior to continuing into the south.east. Approach landing checklist I asked him to brief the flight attendants with the emergency info; then give the passengers a quick brief. I would like to also add that the feedback that we received from the flight attendants and the passengers were all very positive and appreciative of the level of calmness and information provided by first officer. He did a great job keeping everyone relaxed and in the loop. Once the briefings were complete first officer continued into the south.east. Approach landing checklists as I continued to fly and communicate with ATC. I then contacted approach and confirmed our situation and we requested fire rescue; I also decided to stop on the runway and not taxi clear due to the continued vibration emitting from the number 1 engine. We were then cleared for landing; a visual backed up by the ILS. First officer took over the radios and we finished the checklist and the landing was made uneventfully. At brake set I made the 'remain seated remain seated' announcement and had fire rescue sweep the aircraft while monitoring them on the radios. Fire rescue gave us the all clear and I made a quick announcement to the passengers then we proceeded into the gate under our own power. The rest of the operation was uneventful through the de-planing. We debriefed with the flight attendants and I then began communicating with company ops. I think the entire crew did a great job performing their individual jobs. It was a particularly difficult sequence due to the changing initial issues; auto throttles to engine shut down; but we performed safely and efficiently.

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Original NASA ASRS Text

Title: MD-80 Captain reported diverting to a nearby airport after shutting down the #1 engine.

Narrative: In cruise approximately 50 min into flight at FL330 with no prior abnormalities noted the throttle quadrant began a very loud grinding with a considerable vibration with no throttle movement. After a few seconds a faint smell of hot rubber began emitting from the quadrant so First Officer (FO) and I performed our memory items for smoke/fumes in cockpit. I then took control of the aircraft and radios and asked FO for the QRH; we agreed upon the 'air conditioning smoke fumes' QRH since it wasn't electrical and smelled like it could have been in the Air Conditioning system and he began to run it. I contacted ATC; requested a lower altitude and began a descent. As FO started the QRH I disconnected the auto throttles; [and] the smell immediately dissipated with no further signs but the grinding and vibration continued but at a lesser intensity. Immediately we noticed the number 1 engine rolled back slightly; I applied power and it responded and all engine indications where normal except the left EPR was slightly lower. At this point the vibration in the quadrant increased. As I began reviewing the situation and current flight conditions (clear; no icing or precipitation) the number 1 engine began to roll back even further. FO and I agreed to discontinue the Smoke/Fumes QRH since there was no evidence of such and we started to focus our attention on the number 1 engine. I asked FO to run the 'engine flameout failure shutdown' QRH (severe damage). I would like to note that the sequence from throttle issue to engine shutdown all happened very quickly; only a couple minutes. As FO worked the checklist I verified our distance to [destination] to be about 250 miles so I chose [an alternate] off our wing at approximately 60 miles as our diversion airport. I then contacted Center; requested lower and asked for the divert to [the alternate]. I also requested ATC to pass along to [Company the details] of our situation and that we were headed to [alternate]. FO finished up with the initial checklist and prior to continuing into the S.E. Approach Landing checklist I asked him to brief the Flight attendants with the emergency info; then give the passengers a quick brief. I would like to also add that the feedback that we received from the flight attendants and the passengers were all very positive and appreciative of the level of calmness and information provided by FO. He did a great job keeping everyone relaxed and in the loop. Once the briefings were complete FO continued into the S.E. Approach Landing checklists as I continued to fly and communicate with ATC. I then contacted Approach and confirmed our situation and we requested fire rescue; I also decided to stop on the runway and not taxi clear due to the continued vibration emitting from the number 1 engine. We were then cleared for landing; a visual backed up by the ILS. FO took over the radios and we finished the checklist and the landing was made uneventfully. At brake set I made the 'remain seated remain seated' announcement and had fire rescue sweep the aircraft while monitoring them on the radios. Fire Rescue gave us the all clear and I made a quick announcement to the passengers then we proceeded into the gate under our own power. The rest of the operation was uneventful through the de-planing. We debriefed with the flight attendants and I then began communicating with company ops. I think the entire crew did a great job performing their individual jobs. It was a particularly difficult sequence due to the changing initial issues; auto throttles to engine shut down; but we performed safely and efficiently.

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.