A321
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Situational Awareness; Time Pressure
Aircraft Equipment Problem Critical
Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Inflight Shutdown; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Aircraft; Procedure; Human Factors
After takeoff at approximately 500 ft. AGL; we received an EGT (Exhaust Gas Temperature) Overtemp ECAM.  We continued to thrust reduction altitude; requested priority handling; and followed the ECAM protocol which resulted in shutting down Engine #2. We completed all necessary tasks associated with an event of this nature and returned for an uneventful overweight landing at ZZZ.Contributing factors were a slight tailwind (new T/O data was obtained); heavy weight due to fuel tankering resulting in an APU bleeds on takeoff.Difficult to say; OAT was not excessive but perhaps there was an issue of some kind with the engine resulting in it exceeding EGT limits.
Before departure at the gate; my Captain and I discussed possible threats prior to briefing. While the weather was nice; the two that came to mind were that while the ATIS reported wind as calm; it is not unusual to have a takeoff clearance with a tailwind; and secondly that if we had to return to field; we would be overweight for landing. As a matter of technique; I always load a return ILS into the longest runway at the departure airport in the secondary flight plan in case of a return to field; we discussed this and agreed it was a good idea.After discussing these threats; we noted that our Performance Data showed a TOGA takeoff; APU off. We requested a Performance Data with 5 kt. tailwind applied; which showed a TOGA takeoff; APU on. We entered the data for normal takeoff; but kept the we new Performance Data if needed.Upon switching to Tower upon approaching Runway XXC; we noted that the previous takeoff clearance included a tailwind. We entered the new data; ensured that flaps and APU were set appropriately; and verified that all were correct. Shortly after; we were given clearance to takeoff.The takeoff roll; takeoff; and initial climb were all normal. Somewhere around 500-800 ft.; we heard the 'ding' from the ECAM. The Captain stated 'my aircraft'; and after noting that it was not an quick action or ECAM exception; I noted it was simply an advisory ECAM with no actions; 'ENG 2 EGT High Temp'. I noted a temperature as high as 971. After thrust reduction; the ECAM then displayed the actions 'Thrust lever 2 ... idle; ENG Master 2 ... off'. We were now aware that we would be shutting down the number 2 engine. We requested priority handling and leveled at 4;000 ft. With the autopilot on; we changed controls so that I was the Pilot Flying; my Captain running the checklists; and we shut down the engine.With a maximum landing weight of 171;519 lbs.; and we were over 188;000 lbs.; we elected to slow the aircraft and deploy flaps in order to increase our fuel burn and get as light as we could before landing. My Captain completed all appropriate checklists while I coordinated with ATC. Reprogramming the MCDU for our return to field was now as simple as hitting Secondary Flight Plan and Activate Secondary. After all QRH checklists were complete and everyone was notified; my Captain asked me 'is there anything you can think of that we have missed?'; which I answered; 'No; I cannot.' We concluded with our approach briefing; with emphases on single engine and overweight procedures; completed the descent checklist; and got vectors to final. The Captain resumed control of the aircraft for approach and landing.Approach and landing were uneventful; landing at a weight of 184;400 lbs.; approximately 157 kts.; and 100 FPM descent rate or less. We came to a stop on the runway for inspection from ARFF (Airport Rescue Fire Fighting); and we immediately turned on the brake fans and monitored brake temperatures. ARFF did not note any high temperatures or leaks. We then taxied to Gate XX with ARFF following us.The takeoff clearance with a tailwind made us change from TOGA; APU off; to TOGA; APU on takeoff. This change in takeoff thrust may have been enough for the engine to overtemp shortly after takeoff. A takeoff clearance with a headwind would have been a lower thrust takeoff. In our case; the Performance Data even indicated that [Runway] XXC would have been a reduced thrust takeoff.ZZZ airport needs to be better about airport operation being in line with wind direction in order to minimize the frequency of tailwind takeoff and landing clearances.
A321 Flight Crew reported an Engine EGT Over temperature on take off; resulting in an Inflight shut down of the #2 engine and an air turn back to a successful landing.