Date: 201810
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Mission: Passenger
Flight phase: Climb
Aircraft component: Turbine Engine
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Critical; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Inflight Shutdown; Flight Crew Landed in Emergency Condition; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

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.


Second narrative: This was our 3rd flight of the day in the same aircraft. Approximately 10 minutes after takeoff; climbing through approximately 13;000 feet we experienced a loud bang; jolt; followed by aircraft roll to the left. Number 1 (left) engine experienced a compressor stall with aircraft EGT extremely high (735 deg) and then engine failure. FO (First Officer) was PF (Pilot Flying) and I accomplished ECAM procedures for Engine 1 Failure with damage. Engine 1 was shut down; Fire Button pushed; and #1 Bottle discharged IAW with ECAM procedure. [ATC was notified]; vectors to return to ZZZ. I sent Dispatch an ACARS message; coordinated with FA's (Flight Attendants) (did not need cabin prep at the time); made a passenger PA announcement; and reprogrammed the FMGC for a return to ZZZ. I then got back in the loop with the FO and took over PF duties and had FO refer to QRH procedures. We accomplished a quick brief for the RNAV RWY XX as that was the only approach available and we had previously flown it. It was VFR conditions below 2000 feet. We were cleared direct ZZZZZ and cleared for the approach. I needed some maneuvering to continue normal descent just east of ZZZZZ; then at 2000 feet airport was in sight and informed controller we were descending to 1500 feet because I wanted to be completely stable by FAF. Controller informed us we were descending below minimum vectoring altitude and we let him know we were VFR with airport in sight. Continued on approach course for RNAV and flew in visual conditions to uneventful single engine landing. Stopped straight ahead on runway and had Fire/Rescue team inspect engine and aircraft. Taxied back to gate after confirmation of no damage to aircraft. Estimate engine failure to landing was approximately 8-10 minutes. When local maintenance inspected the engine the compressor blades were okay but they found metal fragments in the engine.NOTE: Just prior to this event the FO said he smelled something faintly that may have smelled electrical. We checked all systems screens and everything was normal; we talked about a divert plan just in case and continued to monitor but everything was normal. Shortly after the engine failure occurred. This was reported to maintenance but they did not see a correlation.


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