B737 MAX 9 flight crew reported the Master Caution light illuminated and an electrical system annunciation displayed during departure climb. Flight crew returned to departure airport.
Synopsis
B737 MAX 9 flight crew reported the Master Caution light illuminated and an electrical system annunciation displayed during departure climb. Flight crew returned to departure airport.
Narrative
During climb on the ZZZZZ departure the Master Caution light illuminated with ELEC as the system annunciation. The Master Caution was reset and the Captain began the QRH procedures. I was PF so I continued as PF and the Captain transferred ATC communications to me. The QRH procedure actioned first was the SOURCE OFF (Max) procedure. The checklist was accomplished and the decision tree led to a land at nearest suitable airport due to the SOURCE OFF light remaining illuminated after the APU was started. The QRH (Quick Reference Handbook) procedure for DRIVE light was accomplished next. During this time we asked ATC to keep us with ZZZ TRACON while we communicated with Dispatch. We stopped the climb at 15000. After receiving a ACARS response from Dispatch that they would notify ZZZ Operations and Maintenance Control of a return to field we asked for lower to help burn fuel for an Overweight landing. The Captain reviewed verbally the FOM (Flight Operation Manual) guidance on overweight landing and we decided that it could be accomplished safely. We continued with delay vectoring from ATC to review our plan. [Requested priority handling]. A normal approach and landing were accomplished to RWY XXL. We used FM (Flight Manual) performance numbers for MAX 9 landing distance flaps 40 and also sent for ACARS landing data since this was NOT an abnormal landing configuration. Normal touchdown and rollout with autobrakes 2. Taxi to gate X. ELB (Electronic Logbook) entries were made and we were met by Maintenance.
Second reporter narrative
FO was the PF. I was the PM. Flight was uneventful until departure. After cleaning up the aircraft and climbing out on the departure we got the ELEC caution light. Both the SOURCE OFF and the DRIVE were on. Continued the departure. FO continued flying took the ATC radios. I referenced the QRH (Quick Refence Handbook). Followed the SOURCE OFF checklist. After getting the APU on; the light stayed on; said the land at nearest suitable airport. FO notified ATC and we stopped the climb at 15000. Then did the DRIVE checklist. Disconnected the drive per the checklist. ATC gave us delay vectors as we finished our checklists. Notified ATC that we needed to return to ZZZ. They vectored us around while we finished checklists prepared to return. Notified dispatch. They said they would notify Maintenance and the company. Called FAs. Gave them the Brief information. Told them I would call back with the time after further deliberation. Sent for landing data; got an overweight error at first. Referenced the FM (Flight Manual) and got the landing distance. Discussed landing overweight with FO. I thought we should land right away since the checklist said to land at the nearest suitable airport. FO concurred. Discussed flap settings. Elected to use flaps 40 for slower landing speeds and because the ATIS winds were light right down the runway (XX/YY). Planned VREF was 150; auto brakes 2. Required landing distance was 7600; with usable length of 10800 on [Runway] XXL. Asked for XXL for longest runway. After getting the landing data we set up to come right back and land overweight. I realize in hindsight I should have called Dispatch and maintenance to discuss the overweight landing; but it seemed like the right decision to get the airplane on the ground. Made a PA to the passengers informing them of the return. Called FAs again to give them update and accurate time. We set up and briefed the approach to [Runway] XXL. We [requested priority handling]. On final tower called a gusting winds; so added 5 more knots to target speed. Considered changing to flaps 30; but we were to close to landing. The FO flew a good approach and smooth landing. Taxied clear. All was normal so taxied to gate. Debriefed maintenance.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.