An A320 encountered turbulence during the climb at 17;000 ft so maximum continuous thrust was set to...

Narrative:

I was the pilot flying. While climbing through 14;000 ft we encountered chop. I advanced the thrust levers to mct so as to expedite our climb through the chop. When passing through 17;000 ft we got a single chime that drew our attention to the engine gauges. The number 1 egt was in the red band. This was accompanied by a fuel flow that was 600 pound/hr higher than the number 2 fuel flow. I immediately reduced thrust to the climb detent and engaged the autopilot. The egt stabilized below the red band. The fuel flow remained higher than the other engine. The captain began coordinating with dispatch and advising the flight attendants of the situation. I advised ATC of our need to return to [our departure airport]. We landed uneventfully. We came to a complete stop after exiting the runway. We asked the fire trucks to observe the number 1 engine for anything out of the ordinary. They stated that nothing seemed abnormal so we proceeded to the gate. During taxi the number 1 engine still had higher egt and fuel flow than number 2. We deplaned the passengers; spoke to some mechanics; obtained another aircraft; and departed on an uneventful flight.

Original NASA ASRS Text

Title: An A320 encountered turbulence during the climb at 17;000 FT so maximum continuous thrust was set to expedite the climb which caused an EGT overtemp so after reducing thrust the flight returned to the departure airport for a precautionary landing.

Narrative: I was the pilot flying. While climbing through 14;000 FT we encountered chop. I advanced the thrust levers to MCT so as to expedite our climb through the chop. When passing through 17;000 FT we got a single chime that drew our attention to the engine gauges. The Number 1 EGT was in the red band. This was accompanied by a fuel flow that was 600 LB/hr higher than the Number 2 fuel flow. I immediately reduced thrust to the climb detent and engaged the autopilot. The EGT stabilized below the red band. The fuel flow remained higher than the other engine. The Captain began coordinating with Dispatch and advising the flight attendants of the situation. I advised ATC of our need to return to [our departure airport]. We landed uneventfully. We came to a complete stop after exiting the runway. We asked the fire trucks to observe the Number 1 Engine for anything out of the ordinary. They stated that nothing seemed abnormal so we proceeded to the gate. During taxi the Number 1 Engine still had higher EGT and fuel flow than Number 2. We deplaned the passengers; spoke to some mechanics; obtained another aircraft; and departed on an uneventful flight.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.

Attributes
ACN	1070615
Time
Date	201302
Local Time Of Day	1801-2400
Place
Locale Reference	ZZZ.ARTCC
State Reference	US
Environment
Flight Conditions	IMC
Light	Night
Aircraft 1
Make Model Name	A320
Operating Under FAR Part	Part 121
Flight Phase	Climb
Flight Plan	IFR
Component
Aircraft Component	Turbine Engine
Person 1
Function	Pilot Flying First Officer
Experience	Flight Crew Last 90 Days 120 Flight Crew Total 15000 Flight Crew Type 2000
Person 2
Function	Pilot Not Flying Captain
Experience	Flight Crew Last 90 Days 75 Flight Crew Total 13500 Flight Crew Type 2000
Events
Anomaly	Aircraft Equipment Problem Critical

An A320 encountered turbulence during the climb at 17;000 ft so maximum continuous thrust was set to expedite the climb which caused an egt overtemp so after reducing thrust the flight returned to the departure airport for a precautionary landing.