B737-800 flight crew reported an engine failure in flight. The flight crew performed an air turn back and precautionary landing at departure airport.
Synopsis
B737-800 flight crew reported an engine failure in flight. The flight crew performed an air turn back and precautionary landing at departure airport.
Narrative
We departed [Runway] XXL in ZZZ. Shortly after departure; we were cleared direct ZZZZZ and climb to FL210. About 6000 ft. MSL; the First Officer; Pilot Flying; began adding rudder trim. A few seconds later; the auto-throttles disengaged and the aircraft began to increase yaw. We looked at the number 2 engine instruments and saw N1 gauge about 55 percent and Fuel Flow around 3000 pounds per hour. EEC's (Electronic Engine Control) were normal. We leveled off at 9000 ft. and began to assess the situation. The amber ENG FAIL annunciator appeared on the upper Display Unit. I called for the Engine Failure Checklist in the QRH (Quick Reference Handbook). I requested priority handling with ZZZ departure and requested radar vectors while we ran checklists. We notified Dispatch; through ZZZ Operations; communicated with the Flight Attendants and notified the passengers that we were returning to ZZZ for a mechanical issue. Landing data was acquired; one engine inoperative flaps 15 landing. Auto Brakes 3 were selected. Once landing data and the Engine Failure Checklist was complete; up to the one Engine Inoperative Landing Checklist; the First Officer transferred the controls to me for the landing. Flaps 15 landing was made uneventful. We stopped the aircraft in order to have ARF (Airport Rescue and Firefighting) assess the condition of the aircraft and run brake cooling numbers. We were given the all clear by ARF. Brake cooling allowed us to taxi to the gate. Maintenance met the aircraft and a logbook entry was made. After aircraft was deplaned; I had a conference call with the Chief Pilot on call; Dispatch; Maintenance Control; and Manager.
Second reporter narrative
Departed ZZZ1 on Aircraft X at (time) on (date) via the ZZZZZ Departure; Runway XXL with myself acting as PF (Pilot Flying). [It was an] uneventful take-off and received vectors towards [the] ZZZZZ intersection and eventually direct to ZZZZZ. While climbing through about 6000 ft.; the aircraft felt as if it needed rudder adjustment. As I began to adjust the rudder; I noticed that the number 2 engine had rolled back to about 55 percent N1. We immediately started to analyze the situation utilizing CRM. Within seconds; the autothrottle kicked off and the engine continued to operate at reduced N1. EEC's (Electronic Engine Control) showed normal position. At about the same time; the engine failed and Captain Name called for the Engine Failure Checklist. We coordinated that he would run the checklist and I would continue to fly the aircraft. We had leveled off at 9000 ft. and at this point; requested to turn back towards ZZZ1 and descend. We were approved to descend to 5000 ft. and vectored toward ZZZ1. Captain coordinated with ZZZ1 Departure for time and vectors to run our required checklists; as well as providing them with fuel and souls on board information. We continued through the checklist as we were vectored through final for Runway XYR. Completed the checklist as well as getting landing data and determining that we would not be an overweight landing. Discussed single-engine go-around procedures in addition for the need to calculate hot-brake numbers after landing. Turned back towards the extended center line for Runway XYR and descended. During this time frame; Captain called to inform and coordinate with the FA's (Flight Attendant); creating an excellent shared mental model.Received vectors for intercepting the localizer; while configuring for our flaps 15 landing. At about this time; I transferred control of the aircraft to [the] Captain. Landing was uneventful and smooth and we were able to stop prior to turnoff for Taxiway 1. After turnoff; CFR (Crash Fire Rescue) Personnel; who inspected the aircraft and noted no hot spots on the engine or brakes; met us. Computed the hot brakes data and noted that we could taxi back to the gate with no restrictions and a cool-down time of 40 minutes; 25M foot lbs. Upon returning to the gate; Captain did an excellent job of greeting every Passenger and thanking them for their understanding and cooperation.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.