Narrative:

After the descent checklist; about 120 miles from [destination]; the EICAS message engine 1 control fault appeared. First officer (first officer) was the pilot flying. After giving him the radios; I ran the QRH. Engine 1 was stuck in what appeared to be the idle power setting. Per the QRH; we disconnected the auto throttles; and [advised ATC]. I chose [to continue to destination]; knowing that there were still several procedures and notifications to accomplish before landing. The airport was close by; had long runways and we were familiar with runways available. ATC gave us direct for the [visual approach] but I opted for vector to [the] ILS since it was plenty long and still favored the wind slightly. The runway had a strong crosswind of approximately 20 knots gusting 35 knots. First officer was still flying when we asked ATC for a slight delay while we set up. This was my first malfunction of this kind and due to the inability to use the number 1 engine; it felt very much like a single engine approach. First officer was fairly new to the aircraft. The airplane was trimmed differently due to the broken engine and due to the turbulence; strong wind and especially the very strong crosswind I thought bracing would be the safest course of action. I called the fas via the emergency button; and told them the situation. We were about 10 minutes from landing and I would be calling for brace. I made a PA announcement to the passengers and sent a message to dispatch. After briefing the approach we switched controls so I was the pilot flying. First officer ran the descent checklist for the emergency and recommended we crossfeed. We did the crossfeed a few minutes just prior to being cleared for the approach. We started slowing the aircraft and configured early. A little later than I planned; around 20 sec prior to touchdown I called for brace. Landing occurred uneventfully. We rolled off the runway and inspected the brake temps. Initially only the left brake indications were in the caution; the right side were in the green still. The captain's outboard side brakes singularly rose slowly to an over-temperature indication; the captain inboard brake indicators were in the caution but fine. We called over the fire trucks to inspect as a safe precaution.at the same time I had first officer run that QRH procedure. We were informed of no smoke and that the wheels looked fine by the fire trucks. While I made another passenger announcement; I had first officer call dispatch then transfer to maintenance for advice with regard to the brake temperatures. A couple minutes later brake temperatures quickly dropped to green indications and we were advised by maintenance it would be safe to taxi to the gate. We arrived safely at the gate without further incident. I made another announcement thanking everybody for their cooperation and patience. Deplaning I thanked everyone again in person as they disembarked. After filling out the aircraft logbook and describing the event to maintenance; as a crew we de-briefed and discussed the event.

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Original NASA ASRS Text

Title: ERJ-170 flight crew reported they diverted to an alternate airport after receiving an EICAS message ENG 1 CONTROL FAULT that resulted in the Number 1 engine running in idle thrust only.

Narrative: After the descent checklist; about 120 miles from [destination]; the EICAS message ENG 1 CONTROL FAULT appeared. First Officer (FO) was the pilot flying. After giving him the radios; I ran the QRH. Engine 1 was stuck in what appeared to be the idle power setting. Per the QRH; we disconnected the auto throttles; and [advised ATC]. I chose [to continue to destination]; knowing that there were still several procedures and notifications to accomplish before landing. The airport was close by; had long runways and we were familiar with runways available. ATC gave us direct for the [visual approach] but I opted for vector to [the] ILS since it was plenty long and still favored the wind slightly. The runway had a strong crosswind of approximately 20 knots gusting 35 knots. FO was still flying when we asked ATC for a slight delay while we set up. This was my first malfunction of this kind and due to the inability to use the number 1 engine; it felt very much like a single engine approach. FO was fairly new to the aircraft. The airplane was trimmed differently due to the broken engine and due to the turbulence; strong wind and especially the very strong crosswind I thought bracing would be the safest course of action. I called the FAs via the Emergency button; and told them the situation. We were about 10 minutes from landing and I would be calling for brace. I made a PA announcement to the passengers and sent a message to dispatch. After briefing the approach we switched controls so I was the pilot flying. FO ran the descent checklist for the emergency and recommended we crossfeed. We did the crossfeed a few minutes just prior to being cleared for the approach. We started slowing the aircraft and configured early. A little later than I planned; around 20 sec prior to touchdown I called for brace. Landing occurred uneventfully. We rolled off the runway and inspected the brake temps. Initially only the left brake indications were in the caution; the right side were in the green still. The Captain's outboard side brakes singularly rose slowly to an over-temperature indication; the Captain inboard brake indicators were in the caution but fine. We called over the fire trucks to inspect as a safe precaution.At the same time I had FO run that QRH procedure. We were informed of no smoke and that the wheels looked fine by the fire trucks. While I made another passenger announcement; I had FO call dispatch then transfer to maintenance for advice with regard to the brake temperatures. A couple minutes later brake temperatures quickly dropped to green indications and we were advised by maintenance it would be safe to taxi to the gate. We arrived safely at the gate without further incident. I made another announcement thanking everybody for their cooperation and patience. Deplaning I thanked everyone again in person as they disembarked. After filling out the aircraft logbook and describing the event to maintenance; as a crew we de-briefed and discussed the event.

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.