Narrative:

While we were level at FL350 we received a hydraulic system fault message on the EICAS. At the time we received the message I was briefing our approach into ZZZ; so captain was the PF and I was pm. Captain requested the hydraulic system fault QRH and upon reading the QRH; I advised the captain it was an advisory message. With both of us feeling uneasy about a possible complete hydraulic system failure; I read aloud the hydraulic lo pres QRH just to get an idea of any precautions we may need to take. In the event of a complete loss of hydraulics or low pressure situation; I briefed that I'd like him to apply the emergency brake on landing to allow me to remain focused on control of the aircraft. As we concluded our briefing and transferred controls; we began a descent to FL310 and received an engine no disp message. I called for the engine no disp QRH and captain read the QRH and advised this also was an advisory message. About 10 minutes later as we were leveling at FL240; I noticed the right rudder pedal putting a slight bit more pressure against my foot. I glanced at the rudder trim to see what was happening and noticed the left engine N1 gauge was beginning to spool down. Immediately; I advised the captain we had an engine failure on the number 1 engine and requested the in-flight engine shutdown qrc. Center asked us to descend to FL210 at which time we advised that we had an in-flight engine failure and asked to remain at FL240 to diagnose the problem and keep our workload minimal. After reading through the in-flight engine shutdown qrc and completing the non-annunciated engine in-flight start QRH with no success we began to review our landing options. We both agreed that continuing to ZZZ would make the most sense since the airport had runways of adequate length and the appropriate level of fire and rescue services. We advised center of our intention to continue to ZZZ. Center gave us a vector direct to ZZZ and we completed the engine inop approach qrc. I continued as the PF while the captain provided a brief to our passenger and then called to advise the company of our situation. We continued to ZZZ without any further incident. After landing and taxiing clear of runway 28L we were met by the airport fire and rescue trucks. As an added precaution; we asked if the emergency personnel could inspect our left engine for any damage or leaking fluids before continuing our taxi to the FBO.overall I think we handled the incident very well. It's amazing how quickly our training and experience kicks in and becomes almost an automatic reaction during an emergency situation the captain and myself along with our passenger all remained relatively calm which helped with the overall situation. The CRM on the flight deck encouraged open communication between the crew and we were able to bounce ideas off each other. I am surprised however that almost 24-hours after the incident; I still feel overly fatigued. As I went to sleep last night; I thought I'd feel well rested the next day and instead felt like I was in a fog when I woke up this morning. I'm truly grateful the company allowed us to take as much time as we needed to recover.

Related reports:

Google
 

Original NASA ASRS Text

Title: Embraer Phenom 300 First Officer reported an in-flight failure of the Number 1 engine.

Narrative: While we were level at FL350 we received a HYD SYS FAULT message on the EICAS. At the time we received the message I was briefing our approach into ZZZ; so Captain was the PF and I was PM. Captain requested the HYD SYS FAULT QRH and upon reading the QRH; I advised the Captain it was an Advisory Message. With both of us feeling uneasy about a possible complete hydraulic system failure; I read aloud the HYD LO PRES QRH just to get an idea of any precautions we may need to take. In the event of a complete loss of hydraulics or low pressure situation; I briefed that I'd like him to apply the EMER BRAKE on landing to allow me to remain focused on control of the aircraft. As we concluded our briefing and transferred controls; we began a descent to FL310 and received an ENG NO DISP message. I called for the ENG NO DISP QRH and Captain read the QRH and advised this also was an Advisory Message. About 10 minutes later as we were leveling at FL240; I noticed the right rudder pedal putting a slight bit more pressure against my foot. I glanced at the rudder trim to see what was happening and noticed the left engine N1 gauge was beginning to spool down. Immediately; I advised the Captain we had an engine failure on the Number 1 Engine and requested the In-flight Engine Shutdown QRC. Center asked us to descend to FL210 at which time we advised that we had an In-flight Engine Failure and asked to remain at FL240 to diagnose the problem and keep our workload minimal. After reading through the In-flight Engine Shutdown QRC and completing the NON-ANNUNCIATED Engine In-flight Start QRH with no success we began to review our landing options. We both agreed that continuing to ZZZ would make the most sense since the airport had runways of adequate length and the appropriate level of Fire and Rescue services. We advised Center of our intention to continue to ZZZ. Center gave us a vector direct to ZZZ and we completed the Engine Inop Approach QRC. I continued as the PF while the Captain provided a brief to our passenger and then called to advise the company of our situation. We continued to ZZZ without any further incident. After landing and taxiing clear of RWY 28L we were met by the airport Fire and Rescue trucks. As an added precaution; we asked if the emergency personnel could inspect our left engine for any damage or leaking fluids before continuing our taxi to the FBO.Overall I think we handled the incident very well. It's amazing how quickly our training and experience kicks in and becomes almost an automatic reaction during an emergency situation The Captain and myself along with our passenger all remained relatively calm which helped with the overall situation. The CRM on the flight deck encouraged open communication between the crew and we were able to bounce ideas off each other. I am surprised however that almost 24-hours after the incident; I still feel overly fatigued. As I went to sleep last night; I thought I'd feel well rested the next day and instead felt like I was in a fog when I woke up this morning. I'm truly grateful the company allowed us to take as much time as we needed to recover.

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.