Narrative:

On short final we experienced engine failure on #2 engine. Fully configured while monitoring the captain's approach I called '1;000 ft' after my call out I felt a bump on the controls. It felt like a autopilot disconnect or maybe him bumping the yoke. However; he said 'did you feel that; it felt like we may have hit a bird.' I responded;' yes I did' and right after that around 800 ft the engine trouble began. As I responded with 'yes I did' I immediately looked to the EICAS. As my eyes reached it the N1 and N2 values on engine 2 began to move down and up uncontrollably followed by vibrations on the airplane and a bumping noise which began soft and quite and quickly got loud and rough. I told the captain there is a problem with #2 I think we are losing #2. By this time the captain had added a little thrust but no thrust was needed to maintain airspeed. The aircraft was holding airspeed without additional power. I radioed ATC 'lost #2 engine declaring emergency landing 26R' looking at the EICAS and seeing the fadec had commanded the engine to go to idle thrust; I said to the captain 'we've lost #2 its rolling back to idle pull the thrust back to idle on #2'; which he did and performed memory items for engine failure. By this time we were around 400 ft and had no indication of fire we decided to continue and just land safely on the runway rather than try to perform a QRH checklist while still in the air. After landing safely and leaving the runway we performed the appropriate QRH and talked with everyone. I believe we should train engine failures on approach 1;000 ft and less. Only 1 time have I ever practiced this event and it was in B737 simulator. I believe that training and all airline training helped a ton.

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Original NASA ASRS Text

Title: EMB145 First Officer describes an engine failure during approach below 800 FT possibly due to a bird strike. After performing memory items for the engine failure the crew elects to continue to a safe landing.

Narrative: On short final we experienced engine failure on #2 engine. Fully configured while monitoring the Captain's approach I called '1;000 FT' after my call out I felt a bump on the controls. It felt like a autopilot disconnect or maybe him bumping the yoke. However; he said 'did you feel that; it felt like we may have hit a bird.' I responded;' yes I did' and right after that around 800 FT the engine trouble began. As I responded with 'yes I did' I immediately looked to the EICAS. As my eyes reached it the N1 and N2 values on engine 2 began to move down and up uncontrollably followed by vibrations on the airplane and a bumping noise which began soft and quite and quickly got loud and rough. I told the Captain there is a problem with #2 I think we are losing #2. By this time the Captain had added a little thrust but no thrust was needed to maintain airspeed. The aircraft was holding airspeed without additional power. I radioed ATC 'lost #2 engine declaring emergency landing 26R' looking at the EICAS and seeing the FADEC had commanded the engine to go to idle thrust; I said to the Captain 'we've lost #2 its rolling back to idle pull the thrust back to idle on #2'; which he did and performed memory items for engine failure. By this time we were around 400 FT and had no indication of fire we decided to continue and just land safely on the runway rather than try to perform a QRH checklist while still in the air. After landing safely and leaving the runway we performed the appropriate QRH and talked with everyone. I believe we should train engine failures on approach 1;000 FT and less. Only 1 time have I ever practiced this event and it was in B737 simulator. I believe that training and all airline training helped a ton.

Data retrieved from NASA's ASRS site as of July 2013 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.