Narrative:

Power application; takeoff roll; and initial climb with reduced flex EPR were totally normal in every respect. After reaching normal thrust reduction/acceleration altitude; power was reduced to climb thrust and the flaps retracted on schedule. At some point in this process; a caution ECAM appeared: ENG2 system fault with a note of risk of hi exhaust gas temperature (egt). We saw the eng 2 egt was up to its operational limit so I reduced power to keep the egt in a normal range. All other Eng2 indications seemed normal enough. No. 2 thrust lever was pulled back slightly for its engine indications to match Eng1. The departure climb was continued while checklist procedures accomplished which included switching both engines into an alternate N1 mode. During the scenario; two other ecams were noted: ENG2 EPR mode fault N1 degraded mode and automatic flight a/thr off. Other on-screen notes included: do not exceed N1 limit and manual thrust adjust. After much crew discussion; it was our observation that no.2 was running smoothly with all operating parameters in a normal range with the exception of EPR input; which was inoperative with the malfunction. At this point an ACARS was sent to dispatch to contact us on VHF along with our maintenance center. Climbing up toward cruise altitude while keeping engine indications matched manually; we noted that the climb rate was sluggish above FL250 with airspeed hovering about 280. I decided to ask sea center to stop our climb at FL270 and told them that would be our final altitude; as we were troubleshooting an engine EPR mode problem. They were also told we would not need any assistance or special handling. Weather was excellent; and a fuel check showed very adequate reserves to continue to [destination] at the lower speed and altitude. Herein was the toughest problem: getting voice contact with dispatch and [maintenance]. Two other aircraft using the same arinc VHF frequencies available with sfo radio over eastern oregon and into idaho; along with annoying static; kept us from getting solid contact until over boi; some 360 NM from departure. The conversation with the engine specialist confirmed our plan to continue to destination. He said they would refer to downloaded engine data; but his best guess was 'an internal bleed valve stuck open making the engine work harder' to produce the same thrust as the good engine. So; with that information; we all agreed that continuing would be safe and reasonable. Arrival; approach; landing; and taxi to the gate were uneventful.

Related reports:

Google
 

Original NASA ASRS Text

Title: A319 Captain reported experiencing an EPR fault in Number 2 engine after takeoff. Flight continued to destination.

Narrative: Power application; takeoff roll; and initial climb with reduced FLEX EPR were totally normal in every respect. After reaching normal thrust reduction/acceleration altitude; power was reduced to Climb Thrust and the flaps retracted on schedule. At some point in this process; a caution ECAM appeared: ENG2 SYSTEM FAULT with a note of Risk of Hi Exhaust Gas Temperature (EGT). We saw the Eng 2 EGT was up to its operational limit so I reduced power to keep the EGT in a normal range. All other Eng2 indications seemed normal enough. No. 2 thrust lever was pulled back slightly for its engine indications to match Eng1. The departure climb was continued while checklist procedures accomplished which included switching both engines into an alternate N1 mode. During the scenario; two other ECAMS were noted: ENG2 EPR MODE FAULT N1 DEGRADED MODE and AUTO FLT A/THR OFF. Other on-screen notes included: Do not exceed N1 limit and Manual thrust adjust. After much crew discussion; it was our observation that No.2 was running smoothly with all operating parameters in a normal range with the exception of EPR input; which was inoperative with the malfunction. At this point an ACARS was sent to Dispatch to contact us on VHF along with our maintenance center. Climbing up toward cruise altitude while keeping engine indications matched manually; we noted that the climb rate was sluggish above FL250 with airspeed hovering about 280. I decided to ask SEA Center to stop our climb at FL270 and told them that would be our final altitude; as we were troubleshooting an engine EPR mode problem. They were also told we would not need any assistance or special handling. Weather was excellent; and a fuel check showed very adequate reserves to continue to [destination] at the lower speed and altitude. Herein was the toughest problem: getting voice contact with Dispatch and [Maintenance]. Two other aircraft using the same ARINC VHF frequencies available with SFO Radio over eastern Oregon and into Idaho; along with annoying static; kept us from getting solid contact until over BOI; some 360 NM from departure. The conversation with the engine specialist confirmed our plan to continue to destination. He said they would refer to downloaded engine data; but his best guess was 'an internal bleed valve stuck open making the engine work harder' to produce the same thrust as the good engine. So; with that information; we all agreed that continuing would be safe and reasonable. Arrival; approach; landing; and taxi to the gate were uneventful.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.