Narrative:

I was the first officer and was pilot monitoring for that leg. The captain and I arrived at the departure gate approximately an hour before departure time. I headed down the jetbridge after the inbound flight's flight attendants came off and spoke with that flight's first officer and captain who indicated everything was normal with the aircraft and that we may have some light bumps going over the rockies. The captain and I performed our preflight duties; and we both noted that there were numerous cleared write-ups in the aircraft logbook on the #2 engine regarding chip detection in the oil system. I noted that both engines had approximately 14.5 qts of oil quantity. The preflight; engine start; taxi; and takeoff were all normal. Flex takeoff data was used and called for a flaps 2 takeoff. Reaching acceleration altitude; the PF (pilot flying) accelerated the aircraft; reduced the thrust levers to the climb detent; called for flaps 1; and I performed the action. Maybe 10 seconds after that; we had a master warning; fire bell; and ECAM (electronic centralized aircraft monitor) message indicating a #2 engine fire. The captain continued to fly the aircraft and called for me to read the ECAM. When the #2 thrust lever was pulled to idle per the ECAM action; the fire indication and ECAM message went away. I looked over all displayed indications on the upper and lower du (display unit) and did not notice any abnormal indications. The PF increased the #2 engine thrust lever once again; and the fire indication returned. I proceeded to read the ECAM once more; and once again the thrust lever was reduced to idle and the ECAM message went away. Our procedures state that if the ECAM message disappears; the ECAM procedure is over; so we did not do any more procedures associated with the engine fire.at that point; the PF decided to leave the #2 engine at idle thrust since all other indications were normal and I agreed with his decision. I informed ATC that we would be returning to the airport for landing. As ATC gave us vectors to a long downwind; the captain transferred aircraft control to me and notified the flight attendants; passengers; and dispatch of our return. Once he got landing data and set up the FMS for the approach; I transferred control back to him and read the approach checklist and overweight landing procedure as we were about 4;000 lbs overweight.we got vectored for a visual which was mostly uneventful. The ILS was notamed out of service. For some reason the aircraft did not capture the lateral path so there was a very slight overshoot of the final approach path which was promptly corrected. We performed the landing checklist and made a flaps full landing per the overweight landing procedure and the PF made a good normal landing. We taxied off the runway and contacted the arff (airport rescue and firefighting) vehicles who indicated that there were no abnormalities visible on our aircraft. The captain called for me to shut down the #2 engine and it shut down normally. We had an arff vehicle follow us as we taxied to our gate; and there were no further issues. The passengers were deplaned normally via jetbridge. Once the parking checklist was completed I asked the flight attendants if they had noticed anything abnormal such as noises or smells; and they indicated they only noticed something was up due to the aircraft yawing when the #2 engine thrust was retarded. Mechanics greeted us shortly after deplaning and we went outside with them to observe the engine; which appeared to have fire damage on the outer accessory area inside the rear cowl.in retrospect; the only thing I wish we would have done differently would be to ask the flight attendants if they could see anything abnormal with the engine while we were in flight. I think the fact that the ECAM fire indication was so brief and disappeared so quickly when thrust was reduced; I wasn't overly concerned about any massive damage and didn't consider to ask them at the time.I think the entire crew did a great job; performed their required duties well; and the result was a successful and safe resolution of a serious situation.

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Original NASA ASRS Text

Title: A320 First Officer reported returning to departure airport after experiencing an engine fire warning.

Narrative: I was the First Officer and was Pilot Monitoring for that leg. The Captain and I arrived at the departure gate approximately an hour before departure time. I headed down the jetbridge after the inbound flight's flight attendants came off and spoke with that flight's First Officer and Captain who indicated everything was normal with the aircraft and that we may have some light bumps going over the Rockies. The Captain and I performed our preflight duties; and we both noted that there were numerous cleared write-ups in the aircraft logbook on the #2 engine regarding chip detection in the oil system. I noted that both engines had approximately 14.5 qts of oil quantity. The preflight; engine start; taxi; and takeoff were all normal. Flex takeoff data was used and called for a flaps 2 takeoff. Reaching acceleration altitude; the PF (Pilot Flying) accelerated the aircraft; reduced the thrust levers to the climb detent; called for flaps 1; and I performed the action. Maybe 10 seconds after that; we had a master warning; fire bell; and ECAM (Electronic Centralized Aircraft Monitor) message indicating a #2 engine fire. The Captain continued to fly the aircraft and called for me to read the ECAM. When the #2 thrust lever was pulled to idle per the ECAM action; the fire indication and ECAM message went away. I looked over all displayed indications on the upper and lower DU (Display Unit) and did not notice any abnormal indications. The PF increased the #2 engine thrust lever once again; and the fire indication returned. I proceeded to read the ECAM once more; and once again the thrust lever was reduced to idle and the ECAM message went away. Our procedures state that if the ECAM message disappears; the ECAM procedure is over; so we did not do any more procedures associated with the engine fire.At that point; the PF decided to leave the #2 engine at idle thrust since all other indications were normal and I agreed with his decision. I informed ATC that we would be returning to the airport for landing. As ATC gave us vectors to a long downwind; the Captain transferred aircraft control to me and notified the flight attendants; passengers; and Dispatch of our return. Once he got landing data and set up the FMS for the approach; I transferred control back to him and read the approach checklist and overweight landing procedure as we were about 4;000 lbs overweight.We got vectored for a visual which was mostly uneventful. The ILS was NOTAMed out of service. For some reason the aircraft did not capture the lateral path so there was a very slight overshoot of the final approach path which was promptly corrected. We performed the landing checklist and made a flaps full landing per the overweight landing procedure and the PF made a good normal landing. We taxied off the runway and contacted the ARFF (Airport Rescue and Firefighting) vehicles who indicated that there were no abnormalities visible on our aircraft. The Captain called for me to shut down the #2 engine and it shut down normally. We had an ARFF vehicle follow us as we taxied to our gate; and there were no further issues. The passengers were deplaned normally via jetbridge. Once the parking checklist was completed I asked the flight attendants if they had noticed anything abnormal such as noises or smells; and they indicated they only noticed something was up due to the aircraft yawing when the #2 engine thrust was retarded. Mechanics greeted us shortly after deplaning and we went outside with them to observe the engine; which appeared to have fire damage on the outer accessory area inside the rear cowl.In retrospect; the only thing I wish we would have done differently would be to ask the flight attendants if they could see anything abnormal with the engine while we were in flight. I think the fact that the ECAM fire indication was so brief and disappeared so quickly when thrust was reduced; I wasn't overly concerned about any massive damage and didn't consider to ask them at the time.I think the entire crew did a great job; performed their required duties well; and the result was a successful and safe resolution of a serious situation.

Data retrieved from NASA's ASRS site 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.