Air carrier pilots reported during climb the EICAS showed a #2 engine vane fault. The engine began to produce engine stalls with each throttle movement. The crew returned to the departure airport.
Synopsis
Air carrier pilots reported during climb the EICAS showed a #2 engine vane fault. The engine began to produce engine stalls with each throttle movement. The crew returned to the departure airport.
Narrative
Just prior to leveling off; we got an ECAM warning; engine #2 compressor vane fault. We performed the ECAM disengage auto thrust and checked the supplemental. This was very helpful because it gave us more detail on what to expect for possible compressor stalls; otherwise; we wouldn't not even had an idea that this ECAM was very serious because it did not tell us to do anything other than disconnect auto thrust; and possibly said avoid thrust rapid changes; but then on leveling off I tried to move the power levers slowly; as per supplemental. We received compressor stalls; adjusted thrust again and stop compressor stalls. At this time we decided to inform ATC of the situation; [requested priority handling]. We also informed Dispatch. Then; I told the passengers and crew of the situation two different times once on initial decent and again prior to 10000 ft; what to expect and what to see on the ground upon landing. But then as we started a descent and turned to ZZZ the engine #2 stalls continued with every small adjustment of the thrust so I went to idle thrust on #2 engine; but then the EGT went to MAX. We then performed engine stall checklist per QRH and performed engine shut down per QRH and non-routine landing considerations. We went back to ZZZ and landed XXC; stopped on taxiway and had Airport Rescue and Firefighting (ARFF) do an inspection of the aircraft and #2 engine. Received OK to taxi to the gate. Enclosing I have to mention that my First Officer did a fantastic job all the way around. Communication; making suggestions; performing checklists and everything it takes to be a crew of two. The ECAM did not describe chances of compressor stall. I think the biggest thing I could suggest would be somehow changing the ECAM to alert the crew of possible compressor stalls also a little more detail in the supplemental as far as if you're in the air or on the ground would be great.
Second reporter narrative
On initial climb out passing 33k enroute to 34k; we received an ECAM caution for #2 compressor vane. We leveled off at 34K and accomplished the ECAM actions. We also accomplished the ECAM supplemental actions. The #2 engine would stall with any throttle movement; and we [requested priority handling] with the game plan of returning to ZZZ. We subsequently received an ECAM caution for #2 engine stall. We accomplished the ECAM actions for stall with abnormal engine parameters due to EGT beginning to reach red indications; and shutdown the #2 engine. We accomplished the stall; shutdown; and non-routine landing considerations checklists. We landed out of a straight in visual approach to Runway XXC at ZZZ; taxied clear of the runway; and had Airport Rescue and Firefighting (ARFF) look over the aircraft ensuring no heat spots; leaks; or damage. The situation was terminated; and we taxied to the gate with ARFF following as safety vehicles. Recommend updating the ECAM supplemental checklist. Currently the checklist reads as only one precondition (ground). Recommend updating the checklist to have two squares: ground and flight. Additionally; recommend having two preconditions under flight: LPCBV in closed position; and VSV position disagrees with command position. Recommendation; if A/THR engaged; adjust the thrust levers to align thrust lever commands with actual EPR and disconnect A/THR. LPCBV in closed position; AVOID THR CHANGES (not displayed if LPCBV goes to open position). Engine stall may occur at any thrust change. VSV position disagrees with command position; AVOID RAPID THRUST CHANGES engine stall may occur at any rapid thrust change.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.