An A320 returned to their departure airport for an overweight landing when a chronic EPR Probe ECAM warning recurred during the climb.
Synopsis
An A320 returned to their departure airport for an overweight landing when a chronic EPR Probe ECAM warning recurred during the climb.
Narrative
I arrived at the gate approximately 45 minutes prior to departure. There was a mechanic in the jetway. He asked if I called Maintenance. I said no. He told me that somebody called him about ENG #1 EPR probe. He told me Maintenance had worked on the EPR probe and there was some excess material on the probe. He told me the aircraft could operate with the EPR probe in this condition for 14 days. He also told me that the probe had already been written up. He also informed me that the EPR probe was on maintenance watch. I meet the First Officer in the cockpit. I asked him if he called Maintenance. He said he did call because there was some kind of material around the EPR probe. I checked the log book and discovered that engine #1 EPR probe had been written up twice. The write ups were both the same: On climb out EPR #1 fault. Departed [and] at about FL 190 received ECAM message: Engine #1 EPR fault. We completed the ECAM; the QRH and then consulted ECAM Non-Normal Supplemental Manual. The manual recommended we try to recover EPR mode by switching off both ENG N1 Mode PB. The EPR recovery failed. I sent Dispatcher/Maintenance Control a message about the EPR fault. Dispatch informed me that our destination was VFR and to proceed. I agreed and continued. The following contains some of the ACAR messages between Dispatch and me. Dispatch: This is a chronic problem. They recommended a return to departure airport. I didn't print my messages to Dispatch but the following is close to what I actually sent. Captain: Are you sure you want me to return to departure airport. I'm 20;000 LBS overweight. Dispatch: Technicians and parts to destination please return to departure airport at this time. Please advise landing weight. Captain: I need to burn down to 142.2 I now weight 160.0K. Dispatch: We are doing this under strong recommendation from Maintenance Control. Captain: In an emergency I will land overweight but this is a convenience not an emergency. Dispatch: Landings can be accomplished safely if as a crew you think it is not prudent in the area of safety to continue holding in your current ATC environment. etc. I personally do not see a need to declare an emergency. Dispatch: Maintenance advises no problem with overweight landing as long as you record rate of descent an actual weight. Captain: I will do an overweight landing. Dispatch: Maintenance is ok with overweight landing; your Dispatcher in full agreement with your decision to do and overweight landing. I had the First Officer fly the approach and landing. I informed the Flight Attendants and passengers that we were returning. We landed at 151;500 LBS at 200 FPM on the longest runway. Touchdown was normal with normal brake temperatures once we parked the aircraft.I agreed to land overweight but I had a gut feeling that this was the wrong decision. I decided to try and burn as much fuel as possible enroute. We descended to 12;000 FT; extended the speed brake and started the APU. I then consulted the FOM and the QRH to see if I could find some information that would support an overweight landing. There is no information in the FOM under Overweight landing that supports or denies such an event. There is one note about overweight landing at a non-maintenance station. The note indicates that a Captain with Maintenance Control's help can sign off an overweight landing and return the aircraft to service. I felt this was still a weak argument for an overweight landing. I then checked the QRH and found nothing to support or deny the landing. In the end I landed overweight. I let Dispatch and Maintenance talk me into a landing that should have never happened. I knew I could land and stop the aircraft on a 12;000 FT runway. I also knew I would land with less than a 200 FPM sink rate. I also knew the landing would be safe but a limitation is a limitation is a limitation.
Second reporter narrative
The crew then advises they would be overweight for landing. Thus began the discussion between crew and myself on the issue of an overweight landing. They held for some time and our landing weight was 150;000 LBS. A review of our ACARS history will clearly state that upon discussion with Maintenance and with the crew I did not see a safety issue with an overweight landing. Any reference to crew and passenger convenience and petrol is secondary on my list of concerns. The airport was VFR with no gusty winds; good runway length and runway conditions. When asked whether an overweight landing could be accomplished - my reply was yes and that I saw no problem with it other than an overweight landing inspection being required. I would like to see absolute and clear guidance in both the flight and dispatch manuals for the decision making process regarding overweight landings. If there is currently a company bulletin or company guidance in existence then I clearly need recurrent training regarding this. Past practices with our airline are not in sync on this issue. As I stated to our Chief Pilot in an e-mail; 'for future action on my part as a Dispatcher - in no way will I be in agreement with a flight crew wanting to perform an overweight landing unless the crew deems it an operational necessity to conduct a safe operation regarding a particular flight.' my thanks to the crew for completing a safe operation during an overweight landing.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.