Narrative:

After rotation and gear retraction; on a take off go around; imp performance takeoff; the aircraft gave a #1 engine fire indication with no loss of thrust. The captain was flying and we began to execute the emergency procedures for an engine fire in flight while calling up the ZZZ runway 01 engine failure routing. Noting there was no loss of thrust and the engine temperature was not excessively high; we requested a heading from ATC and a climb to 5;000 feet. We followed the ECAM procedure and after reducing thrust to idle in the first step; the ECAM cleared. There was also a write up from the previous flight for one of the engine fire loops so we quickly discussed if that may have factored into the issue. Upon reaching a safe altitude; airspeed; and configuration; the captain increased power in the number 1 thrust level and we noticed no issues with the engine. It was. A few moments later; with both thrust levers in the climb detent; we attempted to climb and when the engines returned to full power; we noticed the number 1 egt slowly creeping up towards 790 degrees; about 40-50 degrees higher than the number 2 engine. The engine fire ECAM returned again and the captain pulled back the number 1 thrust lever which rectified the situation again. We decided to divert to ZZZ1. We ran all appropriate checklists; including the overweight landing checklist and a landing assessment. The captain made an uneventful landing on runway xxr and; after an inspection by the fire department; taxied to the gate.

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Original NASA ASRS Text

Title: A321 flight crew reported Engine 1 Fire Warning on climbout.

Narrative: After rotation and gear retraction; on a Take Off Go Around; IMP Performance takeoff; the aircraft gave a #1 Engine Fire indication with no loss of thrust. The Captain was flying and we began to execute the emergency procedures for an engine fire in flight while calling up the ZZZ RWY 01 engine failure routing. Noting there was no loss of thrust and the engine temperature was not excessively high; we requested a heading from ATC and a climb to 5;000 feet. We followed the ECAM procedure and after reducing thrust to idle in the first step; the ECAM cleared. There was also a write up from the previous flight for one of the Engine Fire loops so we quickly discussed if that may have factored into the issue. Upon reaching a safe altitude; airspeed; and configuration; the Captain increased power in the Number 1 thrust level and we noticed no issues with the engine. It was. A few moments later; with both thrust levers in the climb detent; we attempted to climb and when the engines returned to full power; we noticed the Number 1 EGT slowly creeping up towards 790 degrees; about 40-50 degrees higher than the Number 2 engine. The engine Fire ECAM returned again and the Captain pulled back the Number 1 thrust lever which rectified the situation again. We decided to divert to ZZZ1. We ran all appropriate checklists; including the overweight landing checklist and a landing assessment. The Captain made an uneventful landing on Runway XXR and; after an inspection by the fire department; taxied to the gate.

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.