Narrative:

Prior to departure pack 2 was deferred inoperative. I have attached the MEL below. The MEL directs pack 2 off and to maintain the pack flow selector switch in hi for all phases of flight. During climb we got an air engine pack 2 bleed fault. ECAM the first officer (first officer) flew the aircraft and I referenced the QRH for the special procedure.in short; the special procedure directs the engine bleed- off; pack flow switch-low (vs the MEL directing the switch to high flow); aft cargo hot air - off; X bleed-open pack-off(based on precooler temperatures).the checklist then references the pack going to high flow if one pack is off.I also observed that the number one engine high pressure valve was open during climb and cruise. I thought that maybe the demand of the pressurization; air conditioning system and loss of the engine bleed and pack may have caused it to remain in high pressure mode. I've had packs inoperative in the past which did not require high pressure in climb and cruise and I thought that this was not usual.I called dispatch and set up a phone patch with maintenance. I discussed my concerns about the situation with the MEL and the checklist. We had about 1:40 flying time to [our destination.] I discussed with the first officer about the situation and I decided to return to [departure airport] in the interest of safety. We landed uneventfully and taxied to the gate.in this situation I felt I had to decide between an MEL procedure vs a QRH procedure. I know the pack will revert to high flow with a pack inoperative however the flow switch was directed to different positions by different sources. I remember MEL items being an item discussed in past fleet newsletters. If I remember correctly; moving a switch from a position directed by an MEL was only done through captains authority. This added to my decision making process.

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Original NASA ASRS Text

Title: A320 Captain reported a mechanical issue with a bleed fault related to an MEL item.

Narrative: Prior to departure Pack 2 was deferred inoperative. I have attached the MEL below. The MEL directs PACK 2 OFF AND to MAINTAIN THE PACK FLOW SELECTOR SWITCH IN HI FOR ALL PHASES OF FLIGHT. During climb we got an AIR ENG PACK 2 BLEED FAULT. ECAM The First Officer (FO) flew the aircraft and I referenced the QRH for the Special procedure.In short; the special procedure directs the ENGINE BLEED- OFF; PACK FLOW SWITCH-LOW (vs the MEL directing the switch to HIGH FLOW); AFT CARGO HOT AIR - OFF; X BLEED-OPEN PACK-OFF(based on precooler temperatures).The checklist then references the pack going to high flow if one pack is off.I also observed that the number one engine high pressure valve was open during climb and cruise. I thought that maybe the demand of the pressurization; air conditioning system and loss of the engine bleed and pack may have caused it to remain in high pressure mode. I've had packs inoperative in the past which did not require high pressure in climb and cruise and I thought that this was not usual.I called dispatch and set up a phone patch with Maintenance. I discussed my concerns about the situation with the MEL and the checklist. We had about 1:40 flying time to [our destination.] I discussed with the First Officer about the situation and I decided to return to [Departure airport] in the interest of safety. We landed uneventfully and taxied to the gate.In this situation I felt I had to decide between an MEL procedure vs a QRH procedure. I know the pack will revert to high flow with a pack inoperative however the flow switch was directed to different positions by different sources. I remember MEL items being an item discussed in past fleet newsletters. If I remember correctly; moving a switch from a position directed by an MEL was only done through Captains authority. This added to my decision making process.

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.