Date: 202107
Local time of day: 1201-1800
Location: ZZZ.Airport, US
Flight conditions: VMC
Light: Daylight
Aircraft: A320
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
ATC / advisory: TRACON ZZZ
Aircraft component: Compressor
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Flying
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Second reporter function: Pilot Not Flying; Captain
Anomaly: Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy; Deviation / Discrepancy - Procedural Clearance
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Maintenance Action; General Flight Cancelled / Delayed
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: After a 5 hour maintenance delay to change a flat tire; we departed for ZZZ1.  We executed a normal; flex; CONF1 takeoff from [Runway] XXL in VFR weather with light winds and a light aircraft.  I was PF (Pilot Flying) and was hand-flying the departure.  At approximately 1;000 AGL I heard several loud bangs from the right side of the aircraft.  My first thought was bird strike but the CA (Captain) called out 'engine failure.' I called out 'my aircraft' and we determined there was a problem with the #2 engine.  I don't recall any ECAMs but I do recall seeing the #2 EGT was high.  I was continuing to hand-fly and CA suggested we reduce thrust to idle on the #2 engine.  I agreed and we reduced the thrust and the surging and vibration ceased and the engine parameters went into the green.  CA suggested an immediate return to the departure field and [advised] ATC and coordinated a downwind turn and level-off.  I engaged the autopilot and prepared for a return to runway XXL with an ILS approach. CA set the FMGC up for the approach and I flew the downwind and base.  CA advised the FAs (Flight Attendants) to prepare for a precautionary landing and gave a short PA as well.  ATC vectored us to the ILS and cleared us for a visual approach once I had the field in sight.  I executed a normal landing on XXL and we taxied clear on taxiway 1 and had the fire department inspect the aircraft.  CA made several PAs instructing the passengers to remain seated and that the situation was under control.  I noticed the #2 EGT was increasing and approaching the upper limit and we shut the engine down as the fire department was inspecting the engine.  CA coordinated with operations a return gate and once the fire department was done and deemed the aircraft safe to taxi we returned to gate.  The passengers deplaned normally.  CA then called Dispatch to advise them of our return.We both determined the safest course of action was to get the aircraft back on the ground as soon as possible.  This was made easier with good weather; no air traffic; and being below max. landing weight.  We were only in the air ten minutes and this didn't give us time to do much troubleshooting or communication with anyone except ATC and the flight attendants.  I was 100% busy flying the aircraft the entire time; but due to excellent ATC and constant communication with the Captain/PM; I felt in the yellow most of the time and in the green for the final approach and landing.  I only felt I was 'in the red' for the few seconds between when the engine began surging until the CA said  'engine failure.'  That statement immediately told me what was happening and I snapped into our trained procedures.   We continued to discuss the plan and agreed that a quick return to the field was best throughout the short flight.  Since the engine seemed stable at idle and we had no ECAMs we decided not to complicate things by troubleshooting but rather execute a quick precautionary landing.  I feel our combined experience in the Airbus as well as constant precise communication and exchange of ideas led to the successful outcome.  We backed each other up; trapped errors; and executed our plan efficiently and effectively. I don't see this event being preventable; but I think our training and emphasis on SOP and communication made for a good outcome.


Second narrative: On takeoff; at approximately 1;000 feet AGL #2 engine compressor stalling with high EGT.  We brought the thrust lever to idle and stalling stopped.  We [notified] ATC and returned to field.  Firefighters inspected the airplane and it appeared normal.   Taxied to the gate.


Synopsis: Flight Crew reported compressor stall required an air turn back and a precautionary landing.