A321 pilot reported number one engine rollback and shutdown; along with an EGT rise; during taxi. Following FADEC reset; the flight departed and received further maintenance action at destination.

Narrative

During a single-engine taxi for departure; Engine One experienced an uncommanded rollback and shutdown; accompanied by an EGT rise.I was conducting OE (Operating Experience) with a new Captain on his second flight. As the number two engine was stabilizing; the Flight Attendant contacted the flight deck regarding a possible medical situation in the cabin. While I was addressing the medical issue; the Captain in training observed an abnormal EGT rise on Engine One. He brought this to my attention; and I re-engaged fully with the flight deck. We observed that Engine One had shut down by itself; with no visible signs of distress or damage.The ECAM displayed an 'ENGINE 1 FAIL' message and suggested an engine restart if no damage was suspected. Given the simultaneous cabin and engine concerns; I coordinated with ATC Ground to taxi using only Engine Two to a safe area to address both issues.The Flight Attendant later confirmed that the cabin issue had resolved favorably; as the passenger was simply a nervous flyer. I then contacted Maintenance Control for guidance and diagnosis regarding the engine issue.Maintenance reviewed their data and indicated that the fault appeared to be related to the FADEC (Full Authority Digital Electronic Control). They advised that a reset would likely resolve the issue. I informed Maintenance Control that the Captain in training had observed a redline EGT rise during the event; however; Maintenance stated that no EGT exceedance was recorded in their data; and we did not have any exceedance indication in the flight deck either. Additionally; subsequent to our flight; Maintenance confirmed that our flight history showed no EGT exceedance.Following Maintenance's direction; we performed a FADEC reset. Before attempting an engine restart; I recommended conducting a dry motor to clear any residual fuel; which Maintenance agreed with. The subsequent engine start was normal; with all engine parameters within limits. During takeoff; engine indications; including EGT and fuel flow; were normal and within 10 degrees of each other. Cruise checks also indicated normal operation.After departure; I noticed a red marking on the EGT gauge that had not been previously observed during ground operations; possibly due to expectation bias. Out of an abundance of caution; I notified Dispatch and Maintenance Control to meet the flight upon arrival.While further reviewing the situation; I retrieved a maintenance data printout left onboard from the previous flight. These printouts are often discarded in the flight deck. Upon review; I noticed evidence suggesting similar engine issues had occurred twice on the inbound flight. Based on this information and the symptoms experienced; I elected to request a more thorough inspection by Maintenance before the aircraft was returned to service.