Narrative:

Step climbing after departure from ZZZ. Commenced climb from FL230 to FL330. Passing FL250; in climb power; approximately 20 minutes after takeoff; noted 'confirm engine out' mcdu scratchpad message. Scanned instruments and noted all throttles physically matched in climb power position; all throttle carets on climb power position on N1 display; but number 2 engine indications for N1; egt; and N2 were well below normal. Auto throttles were on; no other engine indications were abnormal; all systems were verified in auto (especially fuel system); fuel pumps showed normal; and no other messages were displayed. Asked ATC to level off FL260. Moved number 2 throttle and received no response. RPM continued to decay and finally received level 2 alert for engine 2 RPM lo. Followed QRH. Engine 2 did not restart. Followed QRH and shut down engine. Autopilot disconnected and we got 300 feet high while stabilizing aircraft and changing to autopilot 2. ZZZ was nearest suitable airfield; requested a return to ZZZ. Attempted engine restart--no success. No fuel dump needed; messaged [dispatch] regarding situation and intentions; returned to runway 22L CAT 1 engine out autoland. Total engine windmill time approximately 40 minutes. Had fire services inspect number 2 engine. They requested number 3 engine be shut down for inspection; and noted fluid leaking from number two engine. Decided tow in was safest course of action with fire services following us to parking. Because of location of fluid; decided not to start APU; left number 1 engine running; coordinated with duty officer on this plan and he contacted ZZZ ops on our behalf for tow in.

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Original NASA ASRS Text

Title: MD-11 flight crew reported the number two engine failed in climb; resulting in a return to the departure airport.

Narrative: Step climbing after departure from ZZZ. Commenced climb from FL230 to FL330. Passing FL250; in climb power; approximately 20 minutes after takeoff; noted 'confirm engine out' MCDU scratchpad message. Scanned instruments and noted all throttles physically matched in climb power position; all throttle carets on climb power position on N1 display; but number 2 engine indications for N1; EGT; and N2 were well below normal. Auto throttles were on; no other engine indications were abnormal; all systems were verified in auto (especially fuel system); fuel pumps showed normal; and no other messages were displayed. Asked ATC to level off FL260. Moved number 2 throttle and received no response. RPM continued to decay and finally received level 2 alert for ENG 2 RPM LO. Followed QRH. Engine 2 did not restart. Followed QRH and shut down engine. Autopilot disconnected and we got 300 feet high while stabilizing aircraft and changing to autopilot 2. ZZZ was nearest suitable airfield; requested a return to ZZZ. Attempted engine restart--no success. No fuel dump needed; messaged [dispatch] regarding situation and intentions; returned to runway 22L CAT 1 engine out autoland. Total engine windmill time approximately 40 minutes. Had fire services inspect number 2 engine. They requested number 3 engine be shut down for inspection; and noted fluid leaking from number two engine. Decided tow in was safest course of action with fire services following us to parking. Because of location of fluid; decided not to start APU; left number 1 engine running; coordinated with duty officer on this plan and he contacted ZZZ ops on our behalf for tow in.

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.