Air carrier flight crew reported EGT exceedance on engine during takeoff climb. Returned and landed uneventfully.
Synopsis
Air carrier flight crew reported EGT exceedance on engine during takeoff climb. Returned and landed uneventfully.
Narrative
Heavy take off Runway XXR; First Officer (FO) Pilot flying; TOGA; APU Bleed On. Just at or after rotation ECAM Eng 2 EGT High Temp. Before we could reduce thrust on Eng 2; ECAM Eng 2 EGT Over limit warning popped up. Step 1 is reduce to idle; we confirmed and reduced to idle. Step 2 is Master switch Off. I decided to not shut down engine as the EGT dropped with in limits at idle; it was operating normally and we were still very low and heavy. I [advised ATC] and requested a vector off the Dep route; set up a holding pattern at 6000 ft. Used Crew phone to discuss options with Dispatch and Maintenance Control. All agreed to keep Eng 2 operational as long as in limits; and to not delay much longer and return to base ZZZ for an over weight landing. We [requested priority handling] with ATC and coordinated Fire Rescue at Runway XY. I took over as pilot flying; made a visual approach with ILS backup; landed gently on XY approximately 22;000lbs over max. Used Medium auto brakes; turned off runway and stopped on taxiway. Fire personnel requested both engines shut down; inspected brakes and Eng 2. After cooling we got a tug tow back to gate.Obviously max performance; high hot desert; max takeoff weight all came together. Engine 2 exceeded EGT limits but by a very slim margin. Take off was with in all performance guidelines but Engine 2 was having a hot time of it.
Second reporter narrative
During the takeoff roll; we got a caution message after V1. The right engine had overtemped and the Captain told me to continue flying. After we cleaned up; the Captain [advised ATC]; who advised us to switch to Departure. The Captain repeated the call; and asked for delay vectors. I said my aircraft" and called for the ECAM actions. The ECAM called for us to put the engine in idle; which we did; and then shut it down. We did not do that. It was running fine; and I continued to fly while the Captain called Dispatch. The Dispatcher put Maintenance on the phone; who he later told me wanted us to divert to ZZZ1. I advised the Captain to just land overweight in ZZZ. He agreed. We did a landing assessment and went through the QRH procedure for an overweight landing. After landing we were inspected by Crash Fire Rescue (CFR) for smoking engines and hot brakes. I suggested we get towed in; and the Captain agreed. Just a warm day in ZZZ."
More incidents for this aircraft family →
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.