Narrative:

Shortly after completion of the after takeoff checklist at approximately 4;000 feet MSL; we received a cabin attendant press regulation 1 fault alert. The regulator was turned off in accordance with the ECAM alert. It felt like the number 2 regulator was not working properly either as we were feeling pressure changes in our ears. We selected the ECAM pressure page; and all three parameters (differential pressure; cabin V/south; and cabin altitude) were indicating normal and in the green. Delta P was 4.2 (which seemed high); cabin v/s was 50 feet (which seemed low) and cabin altitude was indicating 740 feet on the ECAM. Because of the pressure changes I was feeling in my ears I continued to monitor the gauges on the overhead panel. The cabin altitude gauge on the overhead was indicating a continuous climb through nine; ten and eleven thousand feet while the ECAM pressure page still showed cabin altitude of 740 feet. While the captain and I were trying to figure out the discrepancy between the ECAM and the overhead panel gauges; we got an excess cabin attendant altitude warning. I quickly noticed the overhead cabin altitude gauge was reading approximately 15;000 feet. According to the systems manual; we should have received this alert at a cabin altitude of approximately 9;500 feet. I donned my oxygen mask and coordinated with center to descend and turn back. The captain reversed our climb. (We had been cleared to FL230 and were passing approximately 17;000 feet.) the captain gave me the aircraft while he donned his oxygen; then resumed aircraft control. ATC cleared us to 11;000 feet initially. I set up for the return; coordinated for vectors to an approach; ran approach checklist; gathered performance data for landing; and continued to troubleshoot since we continued to have pressurization problems during the entire descent. On final I switched to manual control to open our outflow valves and get rid of our overpressure situation which resolved all pressurization issues. ATC was very accommodating with an immediate return; and vectors and descent to runway for an uneventful landing. At some point either in flight or after landing; there was an ECAM alert for a cabin attendant press regulation 2 fault.

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Original NASA ASRS Text

Title: A300 flight crew experienced a CAB PRESS REG 1 FAULT shortly after takeoff which is turned off in compliance with the ECAM. Pressurization continues to be erratic and at 15;000 feet an Excess Cab Alt warning sounds and the crew dons oxygen masks and return to the departure airport. At some point during the incident the CAB PRESS REG 2 FAULT is displayed.

Narrative: Shortly after completion of the After Takeoff Checklist at approximately 4;000 feet MSL; we received a CAB PRESS REG 1 FAULT alert. The regulator was turned off IAW the ECAM alert. It felt like the number 2 regulator was not working properly either as we were feeling pressure changes in our ears. We selected the ECAM Pressure page; and all three parameters (differential pressure; cabin V/S; and cabin altitude) were indicating normal and in the green. Delta P was 4.2 (which seemed high); cabin v/s was 50 feet (which seemed low) and cabin altitude was indicating 740 feet on the ECAM. Because of the pressure changes I was feeling in my ears I continued to monitor the gauges on the overhead panel. The cabin altitude gauge on the overhead was indicating a continuous climb through nine; ten and eleven thousand feet while the ECAM pressure page still showed cabin altitude of 740 feet. While the Captain and I were trying to figure out the discrepancy between the ECAM and the overhead panel gauges; we got an EXCESS CAB ALT warning. I quickly noticed the overhead cabin altitude gauge was reading approximately 15;000 feet. According to the systems manual; we should have received this alert at a cabin altitude of approximately 9;500 feet. I donned my oxygen mask and coordinated with Center to descend and turn back. The Captain reversed our climb. (We had been cleared to FL230 and were passing approximately 17;000 feet.) The Captain gave me the aircraft while he donned his oxygen; then resumed aircraft control. ATC cleared us to 11;000 feet initially. I set up for the return; coordinated for vectors to an approach; ran approach checklist; gathered performance data for landing; and continued to troubleshoot since we continued to have pressurization problems during the entire descent. On final I switched to manual control to open our outflow valves and get rid of our overpressure situation which resolved all pressurization issues. ATC was very accommodating with an immediate return; and vectors and descent to runway for an uneventful landing. At some point either in flight or after landing; there was an ECAM alert for a CAB PRESS REG 2 FAULT.

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.