Air carrier flight crew reported engine failure on initial climb and return to departure airport.
Synopsis
Air carrier flight crew reported engine failure on initial climb and return to departure airport.
Narrative
We pushed back from gate XX for a normal departure from ZZZ on the ZZZZZ SID off Runway XX. After takeoff and power reduction to climb; while passing 5000 feet; we got a call from ATC to watch out for a Cessna level at 6000 feet. We got an ATC call about the Cessna traffic not being a factor 15 to 30 seconds before the incident. At around 6000 feet; we hear a large bang accompanied by a leftward yaw moment and the ECAMS going off.As the pilot flying; I said my aircraft per our training; and we did a universal assessment. We identified that engine one had failed. The PM (Captain) started the ECAM actions after I called for them. After working methodically through the ECAMs and before the status page; I turned on the APU to have a secondary power source. I was flying the aircraft and disconnected the autopilot and auto thrust to trim the aircraft and re-engage the automation in an airmen-like fashion. The Captain [advised ATC]; and after assessing that we were below max landing weight and the standard landing assessment for a single engine was met; we decided to go back to ZZZ after securing the engine. We asked for a hold to work on the problem; and I told ATC we would fly this heading for 10/15 miles and then turn back. On the turn back; we already reached the pages for non-standard landing. The Captain made several announcements to the passengers and flight attendants and sent dispatch an ACARS message about our situation. We transferred the controls; briefed the visual backed up by the ILS for runway XX; and configured it for flaps three landings. Taking back the controls as PF; I asked for a wider turn before lining up for runway XX to give us a longer final. Flying the approach felt so normal. The Captain reminded me I could configure early; and we accomplished the before-landing checklist before our uneventful landing in ZZZ. Crash fire rescue followed; inspected us; and asserted that we were fire-safe a few minutes after landing. We taxied to the gate to deplane the passengers; debrief; and assess what had happened. Upon arrival; the first interaction was with the gate agent; who asked us if we would take the plane back out. I politely said; 'Give us a few;' and closed the cockpit door to finish our debrief. We both went outside for a postflight inspection and found metal debris in engine one's tailpipe. MEL XX-XX would have significantly impacted this incident if it had happened at night. Time would have been spent illuminating the engine master switches rather than flying.
Second reporter narrative
I was the Captain and PM on Aircraft X from ZZZ to ZZZ1. We had flown the aircraft up from ZZZ1 earlier that day and had just completed an hour long sit in ZZZ. Ground operations and climbout off Runway XX on the ZZZZZ departure were normal.After departure; we turned south and were cleared to 6;000 feet for a brief level-off due to nearby Cessna traffic. We were just called clear of that traffic and had been assigned our climb; but had not yet spun it or selected open climb; when the left engine made a loud bang; and I observed a rollback in engine rotation.From that point; it unfolded much like a sim event. We did the my aircraft" and I was the PM so I checked for any Quick Action Items or ECAM exceptions. None applied. Then we did an assessment. The MEL fire light came to mind briefly; but I decided not to chase that rabbit hole until I could speak with the flight attendants; to deal with what were looking at first. Interestingly engine parameters initially appeared stable; including 17 quarts of oil; and temperatures were relatively normal but N1 and N2 rolling back. I assigned flying duties to the FO. We [advised ATC] and turned east with ZZZ return already in mind. Then ECAM actions.The ECAM followed the expected flow. Given the loud bang and lack of supporting data for a benign cause; we opted not to attempt a restart; suspecting a mechanical issue. Once we were through the ECAM status and cleanup items; the FO started the APU while I checked in with the flight attendants and made a brief PA to the passengers. The FA's reported hearing the loud noise and a follow on screeching/grinding for 30 seconds but could not see anything visibly wrong with the No. 1 engine from their vantage point. At that point; I began to set aside any lingering thoughts of fire or midair damage.We had been descending to 4;000 feet on the vector east; we turned north at the coast. The FO had rebuilt the autopilot and autothrust stack; and traffic was light. ATC was excellent throughout. Around 20 miles from the field; with the aircraft in a stable configuration and the number 2 engine seeming totally fine; I felt confident that this was an isolated engine failure and not a secondary issue. Still; due to the intensity of the initial bang and the significant yaw; I had not fully ruled out a midair or structural issue until that point.With the airport in sight on a left base at 20 miles out and everything calm; I decided we could take a moment to "wind the clock." I coordinated with ATC to overshoot final slightly up the coast to buy a few more minutes. They had outbound traffic and were happy to accommodate. During that time; I sent a quick ACARS message to Dispatch; finished the supplementals checklists; and reviewed the non-normal landing considerations. I also briefed the FA's and passengers again; emphasizing this would be a precautionary landing and that everything was fully under control and routine for their pilots.We had already briefed and set up for a Flaps 3 landing; autobrakes low. Runway length was more than sufficient; we were under max landing weight; and we had discussed go-around considerations.The FO made an excellent landing. We exited at the end of the runway and linked up with airport fire crews. They conducted both an initial and detailed assessment using a heat gun and confirmed the aircraft was fire-safe. We taxied back to the gate and deplaned the passengers without further issue. Engine Fail; cause unknown"
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.