A321 flight crew reported during taxi out an engine EGT increased to an abnormally high range that could have resulted in an engine fire. Flight crew returned to the gate and shut down engines.
Synopsis
A321 flight crew reported during taxi out an engine EGT increased to an abnormally high range that could have resulted in an engine fire. Flight crew returned to the gate and shut down engines.
Narrative
Aircraft X was on time out of ZZZ. I was on a four day sequence and the First Officer was on a three day sequence of which not a single leg went out on time and we had min crew rest at every stop. We also had an emergency break problem in ZZZ1 and had to return to the gate and switch airplanes the day before. On two of our flights meals were not boarded so we had to go and find food before we flew those legs. We both agreed that if this leg went sideways; we were done for the trip because we were both starting to feel the effects of all the distractions; delays and maintenance issues. The inbound crew had told us about a flap disagree problem they had leaving ZZZ2 and they had written it up. They also mentioned a power swap issue that they had on the ground in ZZZ2 that resolved itself; the APU was also inoperative on this aircraft. We started the number one engine at the gate received pushback clearance. After pushback; we noticed the engine was in the amber; in the low 600s F EGT. I decided to give the engine a chance to operate and potentially cool down since it was over 100° in ZZZ ambient temperature. Once we were cleared to cross bleed start #2; I brought the engine up to 30% and we started the second engine. EGT continued to rise so I was bringing back the number one thrust lever in an effort to make sure it didn't overtemp but still trying to get #2 online. When the number two engine came online; I lowered the throttle back to idle and as I remember the EGT was now in the 620s but still amber. I told the First officer we would continue to the runway and evaluate the situation there. My plan was to call the Maintenance Control and have them look at the aircraft real time to see if there was anything we can do if the engine was still in the amber band. When I went to turn the corner from 1 to 2 on the East route to XXR; the engine went into the red. I had added power at that point so when I brought it back to idle; it went back to amber. I decided to return to the gate and saw no reason to leave that engine running when it could potentially overtemp or create a fire so I asked the First Officer to shut the engine down. I was not specific about which engine. Instead of shutting; the number one engine engine down; he shut the number two engine down. We are on a single power source so I had to leave the number one engine running. (The First Officer later articulated to me that he did not believe the number two engine was running and that's why I directed him to shut the engine down. ) I directed him at this point to call the ramp and get us a gate immediately. The ramp told us to standby. I briefed the Flight Attendants and the passengers. After five minutes; I became very uncomfortable with the potential that this engine could start on fire so I had the First Officer call crash; fire; and rescue to come meet the aircraft. I was very concerned that shutting the entire airplane down and going to darkness would create panic on the aircraft so I opted to keep the engine running in the Amber band with a crash; fire and rescue standing by until the ramp got us a gate. It was probably 15 minutes before ramp got us a gate and we taxied into 3 and shut the engine down and the EGT returned to the green band. We released the fire department at that point and the First Officer and I called in fatigued for the remainder of the sequence.Cause: Having issues with every leg of a 4 day sequence is exhausting. FOQA also called on Friday while we were flying to ZZZ3 and left a message with no information. We both looked at the flight data for the flight they left the message about and saw nothing as well as the flight itself was uneventful. Now that distraction is looming for a weekend. The lack of APU could have created a serious situation if that engine had caught fire.
Second reporter narrative
Aircraft X was on time out of ZZZ. I was on a three day sequence and the Captain was on a four day sequence of which not a single leg went out on time and we had min crew rest at every stop. We also had an emergency break problem in ZZZ1 and had to return to the gate and switch airplanes the day before. On two of our flights meals were not boarded so we had to go and find food before we flew those legs. We both agreed that if this leg went sideways; we were done for the trip because we were both starting to feel the effects of all the distractions; delays and maintenance issues. The inbound crew had told us about a flap disagree problem they had leaving ZZZ2 and they had written it up. They also mentioned a power swap issue that they had on the ground in ZZZ2 that resolved itself; the APU was also inoperative on this aircraft. We started the number one engine at the gate received pushback clearance. After pushback; we noticed the engine was in the amber; in the low 600s F EGT. We decided to give the engine a chance to operate and potentially cool down since it was over 100° in ZZZ ambient temperature. Once we were cleared to cross bleed start #2; the Captain brought the engine up to 30% and we started the second engine. EGT continued to rise so the Captain brought back the number one thrust lever in an effort to make sure it didn't overtemp but still trying to get #2 online. When the number two engine came online; the Captain lowered the throttle back to idle and as I remember the EGT was now in the 620s but still amber. The Captain told me that we would continue to the runway and evaluate the situation there. The plan was to call the Maintenance Control and have them look at the aircraft real time to see if there was anything we can do if the engine was still in the amber band. When we went to turn the corner from 1 to 2 on the East route to XXR; the engine went into the red. The Captain had added power at that point so when I brought it back to idle; it went back to amber. The Captain decided to return to the gate and saw no reason to leave that engine running when it could potentially overtemp or create a fire so the Captain told me to shut the engine down. The Captain was not specific about which engine. Instead of shutting; the number one engine engine down; I shut the number two engine down. We are on a single power source so we had to leave the number one engine running. (I later articulated to the Captain that I did not believe the number two engine was running and that's why I was directed to shut the engine down. ) The Captain directed me at this point to call the ramp and get us a gate immediately. The ramp told us to standby. The Captain briefed the Flight Attendants and the passengers. After five minutes; We became very uncomfortable with the potential that this engine could start on fire so I was directed to call crash; fire; and rescue to come meet the aircraft. The Captain was very concerned that shutting the entire airplane down and going to darkness would create panic on the aircraft so we opted to keep the engine running in the Amber band with a crash; fire and rescue standing by until the ramp got us a gate. It was probably 15 minutes before ramp got us a gate and we taxied into 3 and shut the engine down and the EGT returned to the green band. We released the fire department at that point and the Captain and I called in fatigued for the remainder of the sequence.Cause: Busy push back. No APU. Hot weather day. Would recommend Ramp and operation control to be more responsive.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.