2023-07 · NASA ASRS report 2019829
A321 flight crew reported dual engine overheat during climbout. Flight crew elected to divert.
Immediately after flaps 3 APU on TOGA take-off; both engines overheated (high EGT). Temperatures returned to normal after reduction to climb thrust. Overheat ECAMs disappeared but ENG 2 OVERLIMIT ECAM appeared. We chose not to shut down engine 2 even though the ECAM procedure required it because engine 1 had also overheated and we were concerned that it could subsequently fail if placed under a high load which would leave us with no engines and the loss of XX souls. Diversion to ZZZ1 was uneventful. A deeper look into the aircraft history shows multiple overheats and a temperature over limit as well. Some reference to an EGT monitoring program can also be found in the logbook. Yet this dangerous aircraft; which should not even be flying; was sent to ZZZ knowing that the longer runway was closed and a high thrust setting would be required to depart. This is not an isolated case; I had previously refused to fly an aircraft with 5 overheats in the recent history in the logbook. I was told that our incident produced a temperature 1 degree shy of a mandatory engine change; yet the airplane was out flying the next day. What is Maintenance waiting for with these engines? Fix or replace engines sooner than actual failure
Departing ZZZ on Aircraft X; Day 0; we took off from Runway XX at maximum weight; APU on and TOGA thrust. Upon climbout; we received an ECAM for ENG 2 EGT OVERLIMIT. I maintained control of the aircraft and assumed radio calls while the Captain started to troubleshoot the indication. After talking to Dispatch and Maintenance Control; we decided to [request priority handling] and divert into ZZZ1. Although the ECAM procedure directed an engine shutdown; after analyzing the situation; all parameters with the #2 engine were operating normal in the green so we elected to not shut down the engine; possibly creating further complications. The diversion to ZZZ1 was uneventful and Airport Rescue and Firefighting (ARFF) met us on the runway as a precaution to determine if there were any conditions requiring immediate attention. We were then cleared to taxi to the gate and subsequently deplaned. The closure of the long runway in ZZZ due to construction and the aircraft used by the company to complete the flight set up a chain of events that contributed to a situation prone to create an overtemperature condition in the engines. Taking off from a short runway with a maximum weighted; large; fully loaded aircraft in warm weather at maximum thrust with engines previously known for exceeding EGT limits put us in a perfect storm to have this event. This situation may have been prevented with some form of maintenance alerting software to prevent the equipment coordinator; Dispatch or Maintenance Control from sending this type of aircraft into an airport that would ask for such a maximum performance take-off until the engine could be changed or repaired.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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