Narrative:

At 4200 ft; we heard a pop followed by vibration. The upper ECAM indicated engine failure on #2; and exclaimed 'engine failure'. I asked first officer (first officer) if he was still comfortable flying the aircraft; as he was already the pilot flying; and he replied yes. Although there were multiple ecams; I noticed that there was no N1 indication; as well as no fuel flow; however an off and on N2 indication. At this point I mentioned to [the first officer]; you have control; he acknowledged and I began to [notify ATC]; at which immediately began the process to bring us back in. We leveled off at 5000 ft. Since the airplane was flying well; with no fire indication; we set up for an immediate return. I call the lead flight attendant; and mentioned what occurred and that we are returning and will be on the ground in 15 minutes. I then made an announcement to the passengers of our engine malfunction and will be returning. Once on the ground we will have further instructions. [The first officer] did an awesome job flying the airplane and was already configuring for the approach and landing. Further ECAM responses at this point would have prolonged us being in the air longer. We landed without incident; stopped on the runway; and called flight attendants to stations. The emergency trucks and crews inspected the aircraft and determined that there were no fluids leaking nor flames; just hot metal fragments from the #2 engine on the runway. I then announced; 'be seated; be seated. I then called [the lead flight attendant]; and mentioned that we are safe able to taxi to the gate with normal arrival procedures once the jetway approached the aircraft. On the taxi in; I elected to shut down the #2 engine normally; and we proceeded to the gate. Maintenance met us on the arrival. As the passengers; deplaned; maintenance showed us a picture of the #2 engine. Many fan blades were missing.after speaking with the chief pilot; we debriefed as a crew; and agreed to continue our original paring once another aircraft and an additional flight attendant reported. In the meantime; station personnel accommodated the passengers by providing; rebooking for those that wished to do so; and those who elected to go with us; refreshments while they waited. I made the necessary contacts subsequent to the event while we waited. When our replacement arrived; we proceeded on the original pairing arriving without further interruption of our day. At this point; I felt we executed to the best we were able in the time constraints allowed. Getting the airplane on the ground was paramount!

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Original NASA ASRS Text

Title: Airbus flight crew reported an engine failure during climb out. The flight crew returned to the departure airport.

Narrative: At 4200 ft; we heard a pop followed by vibration. The upper ECAM indicated engine failure on #2; and exclaimed 'engine failure'. I asked FO (First Officer) if he was still comfortable flying the aircraft; as he was already the pilot flying; and he replied yes. Although there were multiple ECAMs; I noticed that there was no N1 indication; as well as no fuel flow; however an off and on N2 indication. At this point I mentioned to [the First Officer]; you have control; he acknowledged and I began to [notify ATC]; at which immediately began the process to bring us back in. We leveled off at 5000 ft. Since the airplane was flying well; with no fire indication; we set up for an immediate return. I call the lead flight attendant; and mentioned what occurred and that we are returning and will be on the ground in 15 minutes. I then made an announcement to the passengers of our engine malfunction and will be returning. Once on the ground we will have further instructions. [The First Officer] did an awesome job flying the airplane and was already configuring for the approach and landing. Further ECAM responses at this point would have prolonged us being in the air longer. We landed without incident; stopped on the runway; and called flight attendants to stations. The emergency trucks and crews inspected the aircraft and determined that there were no fluids leaking nor flames; just hot metal fragments from the #2 engine on the runway. I then announced; 'Be seated; be seated. I then called [the lead Flight Attendant]; and mentioned that we are safe able to taxi to the gate with normal arrival procedures once the jetway approached the aircraft. On the taxi in; I elected to shut down the #2 engine normally; and we proceeded to the gate. Maintenance met us on the arrival. As the passengers; deplaned; maintenance showed us a picture of the #2 engine. Many fan blades were missing.After speaking with the chief pilot; we debriefed as a crew; and agreed to continue our original paring once another aircraft and an additional flight attendant reported. In the meantime; station personnel accommodated the passengers by providing; rebooking for those that wished to do so; and those who elected to go with us; refreshments while they waited. I made the necessary contacts subsequent to the event while we waited. When our replacement arrived; we proceeded on the original pairing arriving without further interruption of our day. At this point; I felt we executed to the best we were able in the time constraints allowed. Getting the airplane on the ground was paramount!

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.