A321 flight crew reported two engine EICAS messages illuminated during departure climb. Flight crew completed the appropriate QRH procedures; requested priority handling to departure airport where a safe landing was executed.
Synopsis
A321 flight crew reported two engine EICAS messages illuminated during departure climb. Flight crew completed the appropriate QRH procedures; requested priority handling to departure airport where a safe landing was executed.
Narrative
On climbout after flaps cleaned up and direct ZZZZZ; FO (First Officer) as PM (Pilot Monitoring) noticed the #2 Engine Fire Extinguisher Agent Discharge light was illuminated. As we were climbing up we asked for level off and stopped at 12K ft. I stated my aircraft. Then we got the secondary indication of AUTO Flight A/THR Off. And proceeded with initial ECAM procedures. I got aircraft set up for manual TCL levers and 12K ft. and handed aircraft to FO and stated his aircraft and radios and I would continue with the ECAM Procedures Follow up. We asked ATC to turn us back to ZZZ for a maintenance issue. We went through procedures and finished up the procedures. Also notified FA's [of the] precautionary landing and to prepare for landing; then notified Passengers about a return to ZZZ to have a maintenance issue checked out. I took the controls back and requested priority handling with Center they promptly sent us back to ZZZ Approach and continued with issue; fuel onboard; and SOB's; and we requested ARFF to stand by. I asked FO to set us up for the approach and brief it. I notified Dispatch via ACARS. We then ran through the Precautionary Checklist and the Overweight Landing Checklist. We set up for 27L ILS. We monitored engine the entire time. The AUTO Flight A/THR ECAM went away and AT started to work again on downwind prior to turn to base. Ceiling was at 600 BKN and about 3 miles visibility. Landed overweight by 500 lbs. at 172.2 and had shallow rate of descent and normal to soft landing. Landed and rolled out uneventfully. Taxied off to Taxiway XX and stopped for ARFF to inspect engines and brakes. Brakes were about 465 and turned brake fan on and they proceeded to reduce temp. Received a gate assignment while holding and notified Maintenance. Then headed to gate uneventful with ARFF following. Upon shutdown and checklist completion; we heard from ARFF that they smelled a foul smell from #2 Eng and could smell once the airplane door was opened.
Second reporter narrative
On initial climbout after 'After Takeoff Checklist' was called for; the First Officer noticed one of the #2 Engine discharge lights were illuminated. Flight continued climb but asked to level off at 12000'. 'AFLT / A/THR Off' came up on the ECAM. The autopilot still continued to work but the auto thrust was inactive. Flight deck crew determined the safest course of action was to return to the departure field. Flight crew coordinated with New York center and began executing the non-normal procedure. The CA gave AC controls to the FO and proceeded to follow the steps for the non-normal in the QRH. The Flight Deck crew determined an overweight landing was more beneficial than continuing the flight to burn off fuel. The flight deck crew requested priority handling with New York center and were promptly switched to PHL approach. After completing all relevant QRH steps the CA took the controls from the FO. FO completed all FMS procedures to return to PHL; completed non-routine and overweight landing checklists and briefed the approach. Land app was also completed for overweight landing. Flight descended to 4000 on vectors for PHL 27L ILS. Auto Thrust came back on the base leg and was used until landing. Flight landed uneventfully on 27L. Vacated the runway and stopped on Zulu to have ARFF inspect the #2 engine. They reported nothing unusual and the flight taxied to gate with an ARFF escort. Aircraft was shutdown at the gate uneventfully. Personnel outside aircraft said they could smell a foul odor coming from the back of the aircraft. Maintenance was there to receive the aircraft.Cause - #2 Engine discharge agent discharged on its own accord.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.