Narrative:

As the first officer (first officer); I was the PF (pilot flying) on aircraft X from ZZZ.uneventful and standard pre-flight. We got off the gate several minutes early; followed by an early takeoff. After a normal takeoff; we began our climb out and accelerated towards 300 KIAS.passing approximately 11;500 feet; I noticed a faint electrical smell and asked the ca (captain) if he picked up the smell. We immediately looked outside for indications; scanned instruments; and checked systems pages. All appeared normal. Very shortly after scanning and passing approximately 13;000 feet; we experienced a loud 'bang;' followed by pronounced roll into the number one engine. A quick instrument scan revealed excessive egt; followed by rapid decrease in engine performance. We vocalized what appeared to be engine failure number one. Ca called ECAM; which also displayed/confirmed a failed number one engine. I immediately started a level off. After several verbal confirmations of a failed number one engine (we wanted to be certain we were focused on the failed engine); the ca ran the ECAM. Having determined we had a damaged engine; we confirmed no desire to relight and ca discharged agent one.I turned back towards ZZZ and ca [notified ATC]. I then took over coms; coordinating our descent and vectors to ZZZ; while ca communicated with dispatch; fas (flight attendants) and let passengers know our situation/intentions. Because we had just landed at ZZZ one-hour prior; we were familiar with the weather; approach and 12;000 foot runway. With some clouds in the surrounding area; we briefed our plan to use vectors RNAV xx (same approach we flew one-hour prior) as our tool to get a solid visual lock on the field; then remain VMC. Once visual; we wanted to focus on flying a stable single-engine visual approach to landing (without the added effort of flying an IFR approach in VMC conditions). With briefing complete; ca became PF; while I became pm (pilot monitoring). Continuing our descent and well prior to FAF; I confirmed emergency equipment on rollout; called field in sight; and we proceeded inbound visually.ca flew a beautiful single engine landing. We landed at xx:50Z; we flew for 22 minutes.I made callouts; announced 'remain seated; remain seated' and coordinated for a stop and inspection. Once determined safe to taxi; we taxied to gate.

Related reports:

Google
 

Original NASA ASRS Text

Title: A320 flight crew reported an engine failure during climb resulted in a return to the departure airport.

Narrative: As the FO (First Officer); I was the PF (Pilot Flying) on Aircraft X from ZZZ.Uneventful and standard pre-flight. We got off the gate several minutes early; followed by an early takeoff. After a normal takeoff; we began our climb out and accelerated towards 300 KIAS.Passing approximately 11;500 feet; I noticed a faint electrical smell and asked the CA (Captain) if he picked up the smell. We immediately looked outside for indications; scanned instruments; and checked systems pages. All appeared normal. Very shortly after scanning and passing approximately 13;000 feet; we experienced a loud 'bang;' followed by pronounced roll into the number one engine. A quick instrument scan revealed excessive EGT; followed by rapid decrease in engine performance. We vocalized what appeared to be engine failure number one. CA called ECAM; which also displayed/confirmed a failed number one engine. I immediately started a level off. After several verbal confirmations of a failed number one engine (we wanted to be certain we were focused on the failed engine); the CA ran the ECAM. Having determined we had a damaged engine; we confirmed no desire to relight and CA discharged agent one.I turned back towards ZZZ and CA [notified ATC]. I then took over coms; coordinating our descent and vectors to ZZZ; while CA communicated with dispatch; FAs (Flight Attendants) and let passengers know our situation/intentions. Because we had just landed at ZZZ one-hour prior; we were familiar with the weather; approach and 12;000 foot runway. With some clouds in the surrounding area; we briefed our plan to use vectors RNAV XX (same approach we flew one-hour prior) as our tool to get a solid visual lock on the field; then remain VMC. Once visual; we wanted to focus on flying a stable single-engine visual approach to landing (without the added effort of flying an IFR approach in VMC conditions). With briefing complete; CA became PF; while I became PM (Pilot Monitoring). Continuing our descent and well prior to FAF; I confirmed emergency equipment on rollout; called field in sight; and we proceeded inbound visually.CA flew a beautiful single engine landing. We landed at XX:50Z; we flew for 22 minutes.I made callouts; announced 'remain seated; remain seated' and coordinated for a stop and inspection. Once determined safe to taxi; we taxied to gate.

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.