Narrative:

A scheduled ferry flight from ZZZZ. Checking the aircraft with nothing noted we proceeded with our normal duties. It was learned from the logbook that maintenance had done work on the right engine. We taxied out for a flex takeoff; but due to the fact we were empty (no passenger) I felt it would be good to use maximum takeoff power; to test the right engine. The takeoff and initial climb out was normal. We made a left turnout. An ECAM flickered; but too fast to be noted. Then at approximately 8000 ft; I noticed the aircraft started to yaw left and right. The first officer announced ECAM. My first reaction was to reduce power on the right engine; however the ECAM procedure is not to change power setting; which the first officer reminded me of. The EPR gauge was fluctuating and the egt was slowly beginning to increase. When it was nearing the limit; power was reduced to idle; which at first seemed to help; but after about 3-4 mins the egt started to accelerate towards the redline. At that point we shut down the engine. Egt limit was exceeded by approximately 30 degrees. During the whole event we were holding 40 mi north of ZZZZ. We tried to communicate with the company. It was pointless as no contact could be established. Then we tried on HF. With little success; however a connection was made; but we were unable to hear dispatch. Most of our communication was therefore done on ACARS. After 2 turns in the holding we decided to go back and land at ZZZZ. ZZZZ ATC was very easy to work with. A single engine landing was made uneventful. After parking I had to call dispatch/maintenance control. Unable to get much company support I finally borrowed a cell phone from a ramp employee.

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Original NASA ASRS Text

Title: A320 CREW HAS ENG FAILURE ON DEP AND RETURNS. NOTES POOR COMS WITH COMPANY IN FOREIGN AIRSPACE.

Narrative: A SCHEDULED FERRY FLT FROM ZZZZ. CHKING THE ACFT WITH NOTHING NOTED WE PROCEEDED WITH OUR NORMAL DUTIES. IT WAS LEARNED FROM THE LOGBOOK THAT MAINT HAD DONE WORK ON THE R ENG. WE TAXIED OUT FOR A FLEX TKOF; BUT DUE TO THE FACT WE WERE EMPTY (NO PAX) I FELT IT WOULD BE GOOD TO USE MAX TKOF PWR; TO TEST THE R ENG. THE TKOF AND INITIAL CLBOUT WAS NORMAL. WE MADE A L TURNOUT. AN ECAM FLICKERED; BUT TOO FAST TO BE NOTED. THEN AT APPROX 8000 FT; I NOTICED THE ACFT STARTED TO YAW L AND R. THE FO ANNOUNCED ECAM. MY FIRST REACTION WAS TO REDUCE PWR ON THE R ENG; HOWEVER THE ECAM PROC IS NOT TO CHANGE PWR SETTING; WHICH THE FO REMINDED ME OF. THE EPR GAUGE WAS FLUCTUATING AND THE EGT WAS SLOWLY BEGINNING TO INCREASE. WHEN IT WAS NEARING THE LIMIT; PWR WAS REDUCED TO IDLE; WHICH AT FIRST SEEMED TO HELP; BUT AFTER ABOUT 3-4 MINS THE EGT STARTED TO ACCELERATE TOWARDS THE REDLINE. AT THAT POINT WE SHUT DOWN THE ENG. EGT LIMIT WAS EXCEEDED BY APPROX 30 DEGS. DURING THE WHOLE EVENT WE WERE HOLDING 40 MI N OF ZZZZ. WE TRIED TO COMMUNICATE WITH THE COMPANY. IT WAS POINTLESS AS NO CONTACT COULD BE ESTABLISHED. THEN WE TRIED ON HF. WITH LITTLE SUCCESS; HOWEVER A CONNECTION WAS MADE; BUT WE WERE UNABLE TO HEAR DISPATCH. MOST OF OUR COM WAS THEREFORE DONE ON ACARS. AFTER 2 TURNS IN THE HOLDING WE DECIDED TO GO BACK AND LAND AT ZZZZ. ZZZZ ATC WAS VERY EASY TO WORK WITH. A SINGLE ENG LNDG WAS MADE UNEVENTFUL. AFTER PARKING I HAD TO CALL DISPATCH/MAINT CTL. UNABLE TO GET MUCH COMPANY SUPPORT I FINALLY BORROWED A CELL PHONE FROM A RAMP EMPLOYEE.

Data retrieved from NASA's ASRS site as of January 2009 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.