B737-800 flight crew reported engine failure during climb. Diverted and landed uneventfully.
Synopsis
B737-800 flight crew reported engine failure during climb. Diverted and landed uneventfully.
Narrative
Flight started out uneventful. Aircraft X had previously flown in the morning; but it was the first flight on the aircraft for us. We started #2 and single engine taxied to Runway XX. We started #1 and had our two-minute warm up requirement. This takeoff was planned with Windshear Advisories in effect and was a max thrust takeoff at around 102.5 N1. Takeoff was uneventful. About 25 to 30 minutes after departure climbing through FL260 we experienced a #2 engine failure. First Officer was the Pilot Flying and I; Captain; was the Pilot Monitoring at the time of the occurrence. The #2 Engine banged loudly followed by vibrations. I quickly scanned our engine gauges and observed a red EGT indication and Engine Failure Alert on the #2 Engine. I directed FO to continue flying while I further analyzed situation and announced the condition and appropriate QRC. Due to the loud bang and vibrations as well as red EGT digital readout; I suspected that we had severe engine damage. I [requested priority handling] with ZZZ Center; briefly described our situation; and requested them to stand by. We performed and completed the QRC Severe Engine Damage;" as trained. We did not have a fire indication or overheat so we did not fire the bottles. At that time; I questioned the severe damage; due to the fact that we had N1 and N2. My initial assessment was that it was severe; so I proceeded with the most conservative option. We then proceeded to the QRH. We; at that point; assessed our position and diversion plan and determined that ZZZ was the nearest and most suitable airport with weather and NOTAMs.I requested delayed vectors to continue our preparations and checklists. ATC began to vector us (heading and altitude) for landing at ZZZ. Once we completed the QRH critical items; FO and I transferred controls and I became the Pilot Flying; FO the Pilot Monitoring. FO did an exceptional job completing the remaining QRH Items and required performance data for the diversion preparation and brake cool module. During the vectors; ATC brought us parallel to our final approach course with anticipation of vectoring us around until we were ready. This caused the FMC course to dump the approach. We noticed this and had to reload and re-brief the approach adding additional work and possibility of errors. FO did a great job in quickly reprograming and verifying its accuracy. Once our checklists were completed and all notifications to Flight Attendants; Dispatch and Passengers were completed we advised ATC that we were prepared to continue for Single Engine landing in ZZZ; with emergency vehicles standing by. We were at this time in contact with ZZZ Tower; who vectored us very close to VFR traffic in the area. This caused a TA. Knowing that I would not receive RA guidance (QRH step); I elected to react prior to ATC instructions and immediately deviated left of instructed heading to avoid traffic that was climbing and indicated 700 ft. below us. FO quickly advised Tower of our new heading in which ATC had no problem with. We were re-vectored to final and had an uneventful landing on Runway YY. We exited and requested Fire Assistance to walk around our aircraft and assess any other conditions that we may not be aware of. We got the "All clear" and we parked uneventfully at the gate in ZZZ. Maintenance Logbook entries were completed."
Second reporter narrative
I was the Pilot Flying on Aircraft X on (Day 0). This was our third flight of the day; ZZZ1 to ZZZ2. Departure from ZZZ1 was normal with VFR weather conditions. Our incident occurred approximately 25 minutes into the flight. While climbing to our filed cruise altitude we experienced an engine failure. Climbing through FL260 we heard a loud bang; followed by airframe vibrations. The aircraft yawed to the right. As Pilot Flying; I immediately took control of the aircraft. The Captain immediately announced; #2 Engine Failure". I Disconnected the autopilot and autothrottles and leveled off at FL260 to stabilize the aircraft. The Captain notified ATC and assessed the indications. I observed a red EGT gauge; no N1 and no N2 on the #2 Engine gauges. The Captain began to run the QRC; and we followed procedures to secure the No. 2 Engine as we began a descent. The Captain then assessed our nearest airports. We were familiar with the weather and airports in the immediate vicinity. After checking the weather and NOTAMs we decided that ZZZ was the best course of action; as the weather was VFR; and it was also an online station. The Captain notified ATC. The Captain continued with the QRH while I handled the aircraft and took a vectored descent from ATC. The Captain finished the QRC critical items; spoke with the Flight Attendants and made a PA to the Passengers. Once he completed those tasks; we swapped PF and PM roles and began to set up for the approach at ZZZ. I then notified Dispatch through ACARs and requested Fire equipment to be standing by. We continued with the Appropriate QRH checklists and completed the Diversion Plan on the X section of the checklist card. We also ran landing data; brake cooling numbers; and discussed that it would not be an overweight landing. When we felt confident that we had completed all required tasks and made all necessary notifications we advised ATC that we were ready for an approach. On downwind ATC notified us of VFR traffic that was climbing in our vicinity; and that they were not in contact with them. We advised ATC that we would be making a left turn to remain clear of traffic to avoid a climb maneuver while single engine. Once clear ATC vectored us for the approach. We landed uneventfully. We then pulled off the runway and had Fire Rescue assess the aircraft's condition. Once we got the "all clear" from them; we proceeded to the gate. I would be interested in any findings on the cause of the engine failure."
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.