Narrative:

Aircraft was at fl 360 and .78 mach when the auto throttles clicked off; we got two master warning lights; (no. 1 engine) N1 rolled back to 45% and fluctuated. The aircraft started noticeably shaking. The first officer was flying and pulled the number one throttle to idle; the shaking lessened but did not stop. I immediately started the APU. The flight attendants were ringing the cockpit; I had cabin now on my headset and could hear they were concerned the aircraft was shaking really bad in the back and that passengers were saying sparks and flames were coming from under the wing. I had already [advised ATC] and told them we had engine trouble. Ask them to stand by for further. I grabbed the qrc and started the engine fire or engine server damage or separation check list. We did not have fire indications in the cockpit but with the shaking and reports of sparks and flames from under the wing I thought that the appropriate plan of action. I performed the checklist and first officer flew the aircraft. We completed the first (few) steps on the qrc with in 2 minutes of the realization we had a major engine problem. After we had engine shut down I told ATC we needed lower that we had lost an engine and would get back with flight vitals. ATC told us we had ZZZ behind us we had a military base to our left and ZZZ1 straight ahead and asked out intentions. I quickly talk over with first officer ZZZ was behind and about a thirty-minute spiral down to an unfamiliar military base; so decision was made for take straight in to ZZZ1. I completed the check list in QRH while first officer flew and do normal radio. I coordinated with the flight attendants we had shut down the morning #1 engine we had [advised ATC] and that we were going to make a single engine landing in ZZZ1. I told them I would get back with the as far as the time to ETA and that we were not expecting an evacuation; I also told them I would make an announcement to the passengers shortly. I told ATC that we wanted the longest runway and to have safety vehicles to meet the aircraft at the runway about mid field. First officer and I briefed the approach for runway xx ZZZ1. We used a 1;000 fpm descent to allow descent rate with minimal power to maintain safe airspeed get the aircraft to 12;000 ft. About 20 miles from ZZZ1. I told first officer I hope he didn't mind but I felt more comfortable landing the aircraft (this had no bearing on his ability his performance was stellar). At 12;000 ft. I took the aircraft and asked first officer to verify all items on the check list were complete. We held off on the grd prox switch for the flaps 15 landing so we could keep out speed above 250 kts. Having first officer verify items was to make sure this item and all others were complete; first officer accomplished a non standard landing. I gave the cabin a 10 minute prep and a quick announcement for passengers before descending below 10;000 ft. Flew down wind slowing and descending to 3;000 ft. Turned base at 12 miles. Completed a successful stable single engine landing on runway xx ZZZ1. Stopped the aircraft at mid field. Told passengers remain seated three times. Safety equipment came to aircraft inspected entire aircraft were given the ok to taxi to gate. Safety equipment followed us to the gate without incident. In closing cabin crew maintained professional calm attitude. More than effectively conveyed situation in the cabin to the flight deck so the best information was available. First officer was stellar in his performance was level headed. He was task orientated focused and relayed information promptly and succinctly. He made sure I had all the information I needed to make decisions. This entire crew should receive recognitions for their duties preformed during this in flight emergency.

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Original NASA ASRS Text

Title: B737 flight crew reported an engine failure in cruise that resulted in a single engine landing at the destination airport.

Narrative: Aircraft was at FL 360 and .78 mach when the auto throttles clicked off; we got two master warning lights; (No. 1 Engine) N1 rolled back to 45% and fluctuated. The aircraft started noticeably shaking. The First Officer was flying and pulled the number one throttle to idle; the shaking lessened but did not stop. I immediately started the APU. The flight attendants were ringing the cockpit; I had cabin now on my headset and could hear they were concerned the aircraft was shaking really bad in the back and that passengers were saying sparks and flames were coming from under the wing. I had already [advised ATC] and told them we had engine trouble. Ask them to stand by for further. I grabbed the QRC and started the ENGINE FIRE or ENGINE SERVER DAMAGE or SEPARATION check list. We did not have fire indications in the cockpit but with the shaking and reports of sparks and flames from under the wing I thought that the appropriate plan of action. I performed the checklist and First Officer flew the aircraft. We completed the first (few) steps on the QRC with in 2 minutes of the realization we had a major engine problem. After we had engine shut down I told ATC we needed lower that we had lost an engine and would get back with flight vitals. ATC told us we had ZZZ behind us we had a military base to our left and ZZZ1 straight ahead and asked out intentions. I quickly talk over with First Officer ZZZ was behind and about a thirty-minute spiral down to an unfamiliar military base; so decision was made for take straight in to ZZZ1. I completed the check list in QRH while First Officer flew and do normal radio. I coordinated with the flight attendants we had shut down the morning #1 engine we had [advised ATC] and that we were going to make a single engine landing in ZZZ1. I told them I would get back with the as far as the time to ETA and that we were not expecting an evacuation; I also told them I would make an announcement to the passengers shortly. I told ATC that we wanted the longest runway and to have safety vehicles to meet the aircraft at the runway about mid field. First Officer and I briefed the approach for Runway XX ZZZ1. We used a 1;000 fpm descent to allow descent rate with minimal power to maintain safe airspeed get the aircraft to 12;000 ft. about 20 miles from ZZZ1. I told First Officer I hope he didn't mind but I felt more comfortable landing the aircraft (this had no bearing on his ability his performance was stellar). At 12;000 ft. I took the aircraft and asked First Officer to verify all items on the check list were complete. We held off on the Grd Prox switch for the flaps 15 landing so we could keep out speed above 250 kts. Having First Officer verify items was to make sure this item and all others were complete; First Officer accomplished a non standard landing. I gave the cabin a 10 minute prep and a quick announcement for passengers before descending below 10;000 ft. Flew down wind slowing and descending to 3;000 ft. turned base at 12 miles. Completed a successful stable single engine landing on Runway XX ZZZ1. Stopped the aircraft at mid field. Told passengers remain seated three times. Safety equipment came to aircraft inspected entire aircraft were given the ok to taxi to gate. Safety equipment followed us to the gate without incident. In closing Cabin crew maintained professional calm attitude. More than effectively conveyed situation in the cabin to the flight deck so the best information was available. First Officer was stellar in his performance was level headed. He was task orientated focused and relayed information promptly and succinctly. He made sure I had all the information I needed to make decisions. This entire crew should receive recognitions for their duties preformed during this in flight emergency.

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.