B737-900
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 177; Flight Crew Total 2726; Flight Crew Type 2726
Aircraft Equipment Problem Critical
Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition
Aircraft
We were level at 8;000 ft. 25 miles east of ZZZ. Approximately 5 miles to the visual to Runway XXL we heard a pop and then felt a vibration throughout the aircraft. Engine indications indicated rollback on #2 engine; yaw; and roll were observed. Captain was flying; turned off the auto pilot and auto throttles and hand flew. Captain and First Officer verified #2 engine failure. First Officer immediately [advised ATC]. Captain and First Officer assessed the engine; did the immediate action items for severe engine damage; followed up with the QRC; and completed the checklists in the QRH. Tower continued; rightfully; for more information (souls; fuel; state of engine; etc.). Captain took the radios; passed the pertinent info as well as requesting fire truck support; and continued to fly the airplane. First Officer continued with the checklists. QRH severe engine damage was completed including pulling the fire handle. At step number seven we verified we still had vibrations at 230 kts. with the engine secure. We went to the one engine inoperative checklist. We completed all checklist at about 1;000 ft. AGL and cleared to land. We completed a normal engine out flaps 15 landing and roll out and cleared the runway onto the parallel taxiway. On Taxiway X; facing east; we stopped at XX where the firetrucks met us. A discrete frequency was given; and the First Officer talked with 'Red Dog' (Crash Fire Rescue); and Ground Control. Captain talked with the passengers explain the situation; to remain seated; and we would taxi back to the gate. A separate call to the Flight Attendants confirmed people were seated. Crash Fire Rescue indicated the engine looked secure and we single engine taxi back to the gate with one fire vehicle following. The only out of order steps that the Captain chose to do after [requesting priority handling] was to start the APU immediately. While the First Officer was completing the extensive checklist the Captain also turned off the flap inhibit switch; selected flaps 15 speeds in the FMC and turned the engine ignition on the good engine to CONT. The Captain decided to use Captains Authority for this checklist deviation as configuring for a single engine landing was more preferred than a complex high altitude go around with terrain at Las Vegas. The First Officer followed up with all of these items as he completed the checklists at 1;000 ft. Upon debrief with Maintenance it appeared through data link that it was #4 engine bearing seal failure and N1 seized.
Approaching ZZZ; we heard a pop with accompanying vibrations in the aircraft yawed and rolled to the right. The Captain immediately disengaged the autopilot and auto throttles and the First Officer noticed the N1 and N2 RPM gauges rolling back to approximately 40%. The First Officer immediately [requested priority handling] with the Tower. Both the Captain and First Officer verified engine failure with the right (number two) engine; the Captain executed the critical actions and directed the Engine Fire; Severe Engine Damage; and Engine Separation QRC. Both crew members slowed down to verify the correct engine prior to shutting down the malfunctioning engine. The First Officer performed the QRH followed by the One Engine Inoperative Landing checklists. Tower queried for more information and the Captain then assumed radio duties; in addition to flying the aircraft (great call). The QRH was completed; to include pulling the fire handle. Upon completing step 7; at 230 kts. with the engine secured; we still had vibrations present. We completed all checklist items by approximately 1;000 ft. AGL; with clearance to land. The Captain executed a flaps 15 One Engine Inoperative Landing; cleared the runway onto Taxiway A and the First Officer coordinated with fire response to ensure the engine was secured and no fire indications were present. The Captain briefed the Flight Attendants and passengers (first opportunity to do so) and told them to remain seated and that we should be taxiing to the gate. The First Officer coordinated with fire response for escort back to the gate; where we parked and deplaned. The First Officer then completed the logbook entry. The only out of step items the Captain accomplished was to select CONT on the operating engine; select the flap inhibit switch; immediately start the APU and select flaps 15 speeds in the FMC. These actions did not negatively impact the situation; but helped to ensure that we were in a safe position to land instead of forcing a single engine go around at ZZZ; which would have presented a very challenging situation.
B737 flight crew reported an engine failure during initial approach to landing.