Narrative:

We were flying [the same aircraft] all day. The first leg of the day was uneventful. We did a delayed engine startup checklist enroute to [the runway]. The engine had plenty of time to warm up and all indications on the EICAS showed within operational normals. The takeoff and second segment climb was normal. After leveling off at 10;000 ft the PF set the trust to the cruise setting; left the thrust levers in the detent and let the aircraft accelerate to an airspeed of approximately 310 KTS. The autopilot was engaged. A few minutes later a noticeable 'bang' sound was heard inside the cockpit as well as slight and momentary disturbance in the flight path. Not unlike a random thermal bubble of turbulence. A second or so later; another 'bang' and bump was heard and felt in the cockpit. The aircraft slightly yawed to the left and light smoke began to pour into the cabin. The pm noticed the #1 engine failure on the EICAS by looking at the engine vitals portion of the EICAS. The pm then referenced the power loss precautionary shutdown QRH and followed the checklist to its completion. The smoke in the cockpit subsided and it was determined by the crew that a cabin fire or smoke was not needed. It was momentarily discussed about the best airport to return to. It was decided upon that [a nearby airport] would be the airport of landing due to the higher reported ceilings and light icing reports as opposed to the departure airport with a lower ceiling and icing of greater intensity. After communicating to ATC about the situation; getting a vector and heading to continue an emergency was declared. The next step was to configure the aircraft for a single bleed source descent through light icing. The pm configured the a/C correctly; an arrival checklist was accomplished and the single engine ILS was briefed. Meanwhile; in the cabin; after the second bang and bump the flight attendant reported of light smoke in the cabin. We informed her of the situation; briefed her and asked for her to prepare the cabin and make sure she was properly secured into the jumpseat.the single engine ILS was flown per the profile and a safe landing was accomplished by the PF. The crew stopped the aircraft on the runway while emergency response crews came out to inspect the damage and ensure that there wasn't a fire. Once confirmed; the crew taxied the aircraft to the gate without any further incident and accomplished the proper checklists. A local law enforcement agent greeted us in the cockpit and recorded various information his agency needed. Logbooks were filled out and all the necessary individuals were contacted.looking back the entire flight crew acted in a professional manner; safely secured the failed engine and executed a single engine ILS. I feel our company's initial and recurrent training profiles adequately prepared us for this situation.

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Original NASA ASRS Text

Title: EMB-145XR First Officer reported diverting to an alternate after experiencing an engine failure during climb.

Narrative: We were flying [the same aircraft] all day. The first leg of the day was uneventful. We did a delayed engine startup checklist enroute to [the runway]. The engine had plenty of time to warm up and all indications on the EICAS showed within operational normals. The takeoff and second segment climb was normal. After leveling off at 10;000 ft the PF set the trust to the cruise setting; left the thrust levers in the detent and let the aircraft accelerate to an airspeed of approximately 310 KTS. The autopilot was engaged. A few minutes later a noticeable 'Bang' sound was heard inside the cockpit as well as slight and momentary disturbance in the flight path. Not unlike a random thermal bubble of turbulence. A second or so later; another 'bang' and bump was heard and felt in the cockpit. The aircraft slightly yawed to the left and light smoke began to pour into the cabin. The PM noticed the #1 engine failure on the EICAS by looking at the engine vitals portion of the EICAS. The PM then referenced the Power Loss Precautionary shutdown QRH and followed the checklist to its completion. The smoke in the cockpit subsided and it was determined by the crew that a CABIN FIRE OR SMOKE was not needed. It was momentarily discussed about the best airport to return to. It was decided upon that [a nearby airport] would be the airport of landing due to the higher reported ceilings and light icing reports as opposed to the departure airport with a lower ceiling and icing of greater intensity. After communicating to ATC about the situation; getting a vector and heading to continue an emergency was declared. The next step was to configure the aircraft for a single bleed source descent through light icing. The PM configured the A/C correctly; an arrival checklist was accomplished and the single engine ILS was briefed. Meanwhile; in the cabin; after the second bang and bump the FA reported of light smoke in the cabin. We informed her of the situation; briefed her and asked for her to prepare the cabin and make sure she was properly secured into the jumpseat.The single engine ILS was flown per the profile and a safe landing was accomplished by the PF. The crew stopped the aircraft on the runway while emergency response crews came out to inspect the damage and ensure that there wasn't a fire. Once confirmed; the crew taxied the aircraft to the gate without any further incident and accomplished the proper checklists. A local law enforcement agent greeted us in the cockpit and recorded various information his agency needed. Logbooks were filled out and all the necessary individuals were contacted.Looking back the entire flight crew acted in a professional manner; safely secured the failed engine and executed a single engine ILS. I feel our company's initial and recurrent training profiles adequately prepared us for this situation.

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.