Narrative:

[I] experienced [a] sudden drop in RPM accompanied by significant engine vibration and erratic firing of cylinders [and] observed [a] spike in egt to over 1560 degrees from 1450 degrees. [I] cannot recall which cylinder(s) the spike was observed. Within 2 seconds; [I] started [an] immediate left turn towards [a suitable airport and] transmitted [the] call 3 times; [requested priority handling and the] engine trouble; with the intent to land.[I was] offered vectors to final for the ILS approach and accepted on a heading of about 340. [I] executed the engine failure in-flight memory items. [The] vibrations intensified; shaking the entire instrument panel [and] making reading difficult. [The] problem [was] assessed as [a] catastrophic mechanical failure of [the] engine. [I] discontinued troubleshooting and focused on flying an engine-out approach in IMC. [I] attempted to capture [the] best glide speed of 121 mph and activated ILS approach on [the GPS/navigation].[the] propeller abruptly stopped rotating at approximately 4 NM from the field at 3;200 ft. [I] discontinued [the] ILS approach [and] asked for and received a vector of 320 to the field and told approach that I was now engine out - 'I'm a glider.' [I] was told I was set up and cleared to land. [I] obtained visual of the airport environment through a small break in the clouds at approximately 2 miles and 1;500 ft. [I] made a left turn to intercept final [and] then reversed on runway heading. [I] broke out of the clouds at approximately 1;100 ft. At the approach end of runway.[I] performed a nose-low turn to low key at 850 ft. For runway xx with about 110 mph. [I] configured gear down; flaps full at base key at approximately 400 ft.; touched down in the 1st third of the runway; exited the runway; and came to a stop on [the] taxiway.a thorough external preflight inspection was completed prior to takeoff on an IFR flight plan; noting the oil level was at 7.8 qts. A quart was added to raise the level to 8.8 qts. Conditions at the time of the engine loss were initially IMC on top. I entered the clouds at approximately 4;000 ft. And broke out at approximately 1100 ft. [The] post-flight inspection revealed [that] the engine case was punctured from within due to projectiles being forced out of the case near the #4 cylinder. The aircraft was flown 8 times for a total of 20.7 hours since a satisfactory annual inspection was completed. The installed io-520 has approximately 1100 hours smoh (since major overhaul).I cannot stress enough how much the approach controller's actions were the key to my successful engine out landing in IMC. His cool demeanor; timely vector calls and quick actions to clear the pattern and runway for me were worthy of the sully award; if one exists! Seriously; I salute you sir... Whoever you are!

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Original NASA ASRS Text

Title: BE33 Pilot reported diverting to an alternate airport after experiencing engine failure in flight.

Narrative: [I] experienced [a] sudden drop in RPM accompanied by significant engine vibration and erratic firing of cylinders [and] observed [a] spike in EGT to over 1560 degrees from 1450 degrees. [I] cannot recall which cylinder(s) the spike was observed. Within 2 seconds; [I] started [an] immediate left turn towards [a suitable airport and] transmitted [the] call 3 times; [requested priority handling and the] engine trouble; with the intent to land.[I was] offered vectors to final for the ILS approach and accepted on a heading of about 340. [I] executed the Engine Failure In-Flight memory items. [The] vibrations intensified; shaking the entire instrument panel [and] making reading difficult. [The] problem [was] assessed as [a] catastrophic mechanical failure of [the] engine. [I] discontinued troubleshooting and focused on flying an engine-out approach in IMC. [I] attempted to capture [the] best glide speed of 121 mph and activated ILS approach on [the GPS/NAV].[The] propeller abruptly stopped rotating at approximately 4 NM from the field at 3;200 ft. [I] discontinued [the] ILS approach [and] asked for and received a vector of 320 to the field and told Approach that I was now engine out - 'I'm a glider.' [I] was told I was set up and cleared to land. [I] obtained visual of the airport environment through a small break in the clouds at approximately 2 miles and 1;500 ft. [I] made a left turn to intercept final [and] then reversed on runway heading. [I] broke out of the clouds at approximately 1;100 ft. at the approach end of runway.[I] performed a nose-low turn to low key at 850 ft. for Runway XX with about 110 mph. [I] configured GEAR down; FLAPS FULL at base key at approximately 400 ft.; touched down in the 1st third of the runway; exited the runway; and came to a stop on [the] taxiway.A thorough external preflight inspection was completed prior to takeoff on an IFR flight plan; noting the oil level was at 7.8 qts. A quart was added to raise the level to 8.8 qts. Conditions at the time of the engine loss were initially IMC on top. I entered the clouds at approximately 4;000 ft. and broke out at approximately 1100 ft. [The] post-flight inspection revealed [that] the engine case was punctured from within due to projectiles being forced out of the case near the #4 cylinder. The aircraft was flown 8 times for a total of 20.7 hours since a satisfactory annual inspection was completed. The installed IO-520 has approximately 1100 hours SMOH (Since Major Overhaul).I cannot stress enough how much the Approach Controller's actions were the key to my successful engine out landing in IMC. His cool demeanor; timely vector calls and quick actions to clear the pattern and runway for me were worthy of the Sully award; if one exists! Seriously; I salute you sir... whoever you are!

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.