Captain reported an air turn back due to a dual engine bleed problem. It was also discovered that the QRHs on the aircraft were out of date.

Narrative

On takeoff passing approximately 2;000 feet we got an AIR BLEED 1+2 Fault ECAM. We continued the SID routing; but asked ATC to stop [the] climb at 3;000 feet. We also asked for extended vectors as our initial thought was we were going to return to ZZZ. ATC asked multiple times if we were [requesting priority handling]; which was distracting. After approximately the third inquiry and our insistence that we would let them know they stopped asking. Very distracting; being at low altitude and still not having a chance to fully diagnose our non-normal. We did level off. The Captain was PF (Pilot Flying). We confirmed there were no memory items and I called for the QRC. The FO (First Officer) assessed that the situation was an ECAM bypass. Since I was already flying and it seemed like a straightforward procedure I decided to have the FO run the checklist while I remained PF. The QRH commands a reset of the Bleeds which was accomplished. This reset did restore the Bleeds; however; I wanted to confer with Maintenance before deciding on a course of action. My initial attempt to contact Maintenance was via SATCOM through the Dispatcher. For some reason the Dispatcher thought I was on the ground and sent me to the Maintenance phone tree. I had to discontinue that call and re-initiate. This time I asked the Dispatcher to stay on the line for the relay to Maintenance; which I thought was standard operation. This unnecessary delay took approximately 5+ minutes. We did finally get through to Maintenance and while they confirmed our actions were proper we did discover that the QRHs on our aircraft were out of date. As the Maintenance person was going through the checklist there were some page and item number differences which created some confusion and delayed our resolution even more. Bottom Line: Maintenance did not instill confidence that proceeding over the Gulf of Mexico at night was a good idea in case this issue happened again at 34;000 feet. In addition; it took nearly 30 minutes to accomplish all of the above and fuel was already tight. Ultimately we decided to return to ZZZ to have Maintenance get a closer look at our issue and to refuel. Our approach and overweight landing were uneventful. Shortly after we arrived at the gate; Maintenance decided to take the aircraft out of service as there had been a similar situation the previous day. I put 'AIR Bleed 1+2 Fault' and 'Overweight Landing' in the logbook. We were told there was a possible spare; but that aircraft turned out to be broken as well and the flight was subsequently canceled.