Narrative:

The event happened as a result of abnormal engine readings and system alerts. While climbing out of approximately 8500 ft; the 'confirm engine out' page came up on the first officer's mcdu. Airplane appeared to be climbing normally but engine indications for the left N1; tgt; and N2; were lower than the right side (left N1 15% lower; tgt 150 degrees cooler; and N2 10% lower). We requested to level at 9000 ft MSL from approach and received clearance to do so. As we leveled; the left 'engine system fail' alert illuminated. First officer got out QRH while I continued to fly the aircraft. We slowed to 210 KTS. Reducing power brought engine indications in line with one another. While reading QRH procedure; 'left fuel pressure low' alert illuminated. A check of fuel schematic and fuel flows indicated proper operation. Given the QRH; abnormal engine readings at higher power settings; and 2 different alerts the safest course of action dictated a return to ZZZ. ZZZ maintenance was consulted. Flight attendants and passenger were advised. Dispatch was notified regarding the 'left engine system fail' alert. Return and landing were uneventful at the lower power settings. We landed at 108000 pounds. We received system alerts while investigating abnormal engine indications. Once it was determined that the abnormal engine indications along with system alerts could lead to an unsafe condition en route; we elected to return to ZZZ. One item I failed to complete during the course of the air turn-back was to amend my release. I thought I completed that task but I got distraction during the course of organizing and coordinating the return process. Next time I will set an external trigger or write my thoughts down on paper to provide myself with a checklist of to-do's.

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Original NASA ASRS Text

Title: B717 ON CLIMB OUT RECEIVES SEVERAL ENGINE FAIL ALERT MESSAGES ON APPARENTLY FUNCTIONAL RIGHT ENGINE. RETURN TO DEP ARPT FOR MAINTENANCE.

Narrative: THE EVENT HAPPENED AS A RESULT OF ABNORMAL ENG READINGS AND SYS ALERTS. WHILE CLBING OUT OF APPROX 8500 FT; THE 'CONFIRM ENG OUT' PAGE CAME UP ON THE FO'S MCDU. AIRPLANE APPEARED TO BE CLBING NORMALLY BUT ENG INDICATIONS FOR THE L N1; TGT; AND N2; WERE LOWER THAN THE R SIDE (L N1 15% LOWER; TGT 150 DEGS COOLER; AND N2 10% LOWER). WE REQUESTED TO LEVEL AT 9000 FT MSL FROM APCH AND RECEIVED CLRNC TO DO SO. AS WE LEVELED; THE L 'ENG SYS FAIL' ALERT ILLUMINATED. FO GOT OUT QRH WHILE I CONTINUED TO FLY THE ACFT. WE SLOWED TO 210 KTS. REDUCING PWR BROUGHT ENG INDICATIONS IN LINE WITH ONE ANOTHER. WHILE READING QRH PROC; 'L FUEL PRESSURE LOW' ALERT ILLUMINATED. A CHK OF FUEL SCHEMATIC AND FUEL FLOWS INDICATED PROPER OP. GIVEN THE QRH; ABNORMAL ENG READINGS AT HIGHER PWR SETTINGS; AND 2 DIFFERENT ALERTS THE SAFEST COURSE OF ACTION DICTATED A RETURN TO ZZZ. ZZZ MAINT WAS CONSULTED. FLT ATTENDANTS AND PAX WERE ADVISED. DISPATCH WAS NOTIFIED REGARDING THE 'L ENG SYS FAIL' ALERT. RETURN AND LNDG WERE UNEVENTFUL AT THE LOWER PWR SETTINGS. WE LANDED AT 108000 LBS. WE RECEIVED SYS ALERTS WHILE INVESTIGATING ABNORMAL ENG INDICATIONS. ONCE IT WAS DETERMINED THAT THE ABNORMAL ENG INDICATIONS ALONG WITH SYS ALERTS COULD LEAD TO AN UNSAFE CONDITION ENRTE; WE ELECTED TO RETURN TO ZZZ. ONE ITEM I FAILED TO COMPLETE DURING THE COURSE OF THE AIR TURN-BACK WAS TO AMEND MY RELEASE. I THOUGHT I COMPLETED THAT TASK BUT I GOT DISTR DURING THE COURSE OF ORGANIZING AND COORDINATING THE RETURN PROCESS. NEXT TIME I WILL SET AN EXTERNAL TRIGGER OR WRITE MY THOUGHTS DOWN ON PAPER TO PROVIDE MYSELF WITH A CHKLIST OF TO-DO'S.

Data retrieved from NASA's ASRS site as of January 2009 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.