Narrative:

While being vectored by approach; was hand flying at 3000 ft on downwind to RNAV approach. [It] was night; next to international border; so wanted to be alert and involved. Was at 200 knots and requested the approach to give myself time and room to configure and pick up runway and be ready for approach and landing. Was turned to final lined up on RNAV center line and picked up runway visually. Called for gear down and flaps 22 and began slight descent. As gear and flaps went down; felt aircraft yaw; thought first officer (first officer) might have inadvertently pressed rudder pedals or gotten his feet caught on or behind them. (We all know these things sometimes happen.) about then; first officer alertly called out that it appeared we had an engine failure. I looked at EICAS and confirmed approximately 65% N1 on engine 1 and 15% on engine 2. Advanced power to about 80% on good engine and used rudder and some yoke to control and stabilize aircraft. Told first officer we were going to land and not bother with QRH or engine failure checklists until after landing. Told him we would land flaps 22 as appropriate and to bump numbers up. He added 5 knots to speeds and asked if he should notify tower and flight attendant (flight attendant). I told him yes. (On final; could hear flight attendant's brace commands thru door and with headsets.) he did so and continued to monitor. I lined up on runway and continued normal descent; bleeding off speed from about 155 knots to ref speed of 138 knots. He asked if I wanted him to trim AC (aircraft) for me and I said no; it was controllable with yoke and rudder input at the time. Made a decent landing and rolled out gently to end of runway; using brakes and reverser on engine 1. Exited at end of runway and first officer performed checklists. Emergency vehicles performed visual inspection and found no indication of damage. Passengers were informed and seemed composed. Had steering so taxied to gate normally with emergency vehicles following. Deplaned passengers; who were calm and cooperative. Never saw any indications of engine malfunction at all during event; it acted same as it would if you had shut it down normally. No indications of damage or exceeding of limitations. Afterwards; began usual hour and half of communication with airport authorities; operations; and maintenance.was flying; involved; and alert; configured early and prepared; but didn't realize had an engine failure; thinking might have been some misapplication of pedals. Engine failure such a 'black swan' event that I didn't conceive its possibility until first officer pointed it out. Fortunately; this all happened in a few seconds. Will now always realize failure can happen; even though actual occurrence is remote. Was very pleased and proud of first officer's response and cool-headedness; as well as flight attendant's performance.

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Original NASA ASRS Text

Title: EMB-145 flight crew reported they experienced an engine failure during approach.

Narrative: While being vectored by approach; was hand flying at 3000 ft on downwind to RNAV approach. [It] was night; next to International border; so wanted to be alert and involved. Was at 200 knots and requested the approach to give myself time and room to configure and pick up runway and be ready for approach and landing. Was turned to final lined up on RNAV center line and picked up runway visually. Called for gear down and flaps 22 and began slight descent. As gear and flaps went down; felt aircraft yaw; thought FO (First Officer) might have inadvertently pressed rudder pedals or gotten his feet caught on or behind them. (We all know these things sometimes happen.) About then; FO alertly called out that it appeared we had an engine failure. I looked at EICAS and confirmed approximately 65% N1 on engine 1 and 15% on engine 2. Advanced power to about 80% on good engine and used rudder and some yoke to control and stabilize aircraft. Told FO we were going to land and not bother with QRH or engine failure checklists until after landing. Told him we would land flaps 22 as appropriate and to bump numbers up. He added 5 knots to speeds and asked if he should notify tower and FA (Flight Attendant). I told him yes. (On final; could hear FA's brace commands thru door and with headsets.) He did so and continued to monitor. I lined up on runway and continued normal descent; bleeding off speed from about 155 knots to ref speed of 138 knots. He asked if I wanted him to trim AC (Aircraft) for me and I said no; it was controllable with yoke and rudder input at the time. Made a decent landing and rolled out gently to end of runway; using brakes and reverser on engine 1. Exited at end of runway and FO performed checklists. Emergency vehicles performed visual inspection and found no indication of damage. Passengers were informed and seemed composed. Had steering so taxied to gate normally with emergency vehicles following. Deplaned passengers; who were calm and cooperative. Never saw any indications of engine malfunction at all during event; it acted same as it would if you had shut it down normally. No indications of damage or exceeding of limitations. Afterwards; began usual hour and half of communication with airport authorities; Operations; and Maintenance.Was flying; involved; and alert; configured early and prepared; but didn't realize had an engine failure; thinking might have been some misapplication of pedals. Engine failure such a 'black swan' event that I didn't conceive its possibility until FO pointed it out. Fortunately; this all happened in a few seconds. Will now always realize failure can happen; even though actual occurrence is remote. Was very pleased and proud of FO's response and cool-headedness; as well as FA's performance.

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.