Narrative:

My role was pm. After lengthy delay for weather and ramp closure; taxi to and departed runway xxr ZZZ on ZZZZZ2 RNAV SID. After hearing windshear alerts/warnings being issued by ATC; we pulled out of line to check performance numbers and decided to use improved performance with toga and APU on for an abundance of caution given the weather and takeoff weight of the aircraft. Departed xxr without incident on heading 340 for weather avoidance with subsequent radar vectors to rejoin the departure. APU was shut down normally as part of after takeoff flow. Approx. Climbing through FL210 to FL300; two ECAM caution messages illuminated (air ENG1 bld abnorm pr and air ENG2 bld abnorml pr). First officer retained control of the aircraft and assumed radio communications; I (ca) began completing the ECAM action items; which did not correct the malfunction. The QRH was referenced for follow up action which allowed for two reset attempts since the takeoff was completed APU on. However; the QRH was not clear in the event of both ebv failing. We attempted the ebv resets with no resolution of the malfunction. Noting that there was no air being directed to the packs; the cabin altitude was beginning to rise; and started the APU to mitigate the pressurization issue as an added barrier for safety. The cabin altitude then stabilized normally. I (ca) then contacted ioc via the sat phone app for other maintenance guidance and discussing a likely return to ZZZ. During that call an additional ECAM caution message air APU bleed fault and noted then APU bleed valve also closed to the packs and cabin altitude began to rise rapidly. At that point; a request was made with ATC to return to ZZZ along with an immediate descent with a pressurization issue. We began a left turn to heading 180 and began emergency descent to FL100 while monitoring cabin altitude which peaked at 8;900 feet. I briefed cabin crew; passengers and dispatch with emergency and plan return to ZZZ. The flight crew discussed and determined an immediate overweight landing was the safest course of action given the multi-system failures; current aircraft weight of approximately 175;000 lbs; and unstable weather in the area. Completed QRH overweight landing procedures and reviewed landing performance data for ZZZ runway xyr. A request was made for arff [airport rescue firefighting] to be available during landing and taxi in the event of a hot brake complication. Normal flaps full; low auto brakes landing was made with vertical descent rate of less than 100 FPM. Full reverse immediately applied at touchdown and auto brakes off about halfway down the runway with stopping distance assured. Arff reported nothing abnormal with gear and followed aircraft to gate. With brake fans on; single-engine taxi procedures used to reduce further brake load. Peak brake temp of 290 c. Flight parked at gate without further incident; appropriate maintenance write-ups entered in aml and maintenance techs present to meet aircraft were briefed. No injuries or reports of passenger discomfort with the changing cabin altitude.

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Original NASA ASRS Text

Title: A321 Captain reported a pressurization failure during climb.

Narrative: My role was PM. After lengthy delay for weather and ramp closure; taxi to and departed RWY XXR ZZZ on ZZZZZ2 RNAV SID. After hearing windshear alerts/warnings being issued by ATC; we pulled out of line to check performance numbers and decided to use improved performance with TOGA and APU on for an abundance of caution given the weather and takeoff weight of the aircraft. Departed XXR without incident on heading 340 for weather avoidance with subsequent radar vectors to rejoin the departure. APU was shut down normally as part of after takeoff flow. Approx. climbing through FL210 to FL300; two ECAM caution messages illuminated (AIR ENG1 BLD ABNORM PR and AIR ENG2 BLD ABNORML PR). FO retained control of the aircraft and assumed radio communications; I (CA) began completing the ECAM action items; which did not correct the malfunction. The QRH was referenced for follow up action which allowed for two reset attempts since the takeoff was completed APU on. However; the QRH was not clear in the event of both EBV failing. We attempted the EBV resets with no resolution of the malfunction. Noting that there was no air being directed to the packs; the cabin altitude was beginning to rise; and started the APU to mitigate the pressurization issue as an added barrier for safety. The cabin altitude then stabilized normally. I (CA) then contacted IOC via the sat phone app for other maintenance guidance and discussing a likely return to ZZZ. During that call an additional ECAM caution message air APU bleed fault and noted then APU bleed valve also closed to the packs and cabin altitude began to rise rapidly. At that point; a request was made with ATC to return to ZZZ along with an immediate descent with a pressurization issue. We began a left turn to heading 180 and began emergency descent to FL100 while monitoring cabin altitude which peaked at 8;900 feet. I briefed cabin crew; passengers and dispatch with emergency and plan return to ZZZ. The flight crew discussed and determined an immediate overweight landing was the safest course of action given the multi-system failures; current aircraft weight of approximately 175;000 lbs; and unstable weather in the area. Completed QRH overweight landing procedures and reviewed landing performance data for ZZZ RWY XYR. A request was made for ARFF [airport rescue firefighting] to be available during landing and taxi in the event of a hot brake complication. Normal flaps full; low auto brakes landing was made with vertical descent rate of less than 100 FPM. Full reverse immediately applied at touchdown and auto brakes off about halfway down the RWY with stopping distance assured. ARFF reported nothing abnormal with gear and followed aircraft to gate. With brake fans on; single-engine taxi procedures used to reduce further brake load. Peak brake temp of 290 c. Flight parked at gate without further incident; appropriate maintenance write-ups entered in AML and Maintenance Techs present to meet aircraft were briefed. No injuries or reports of passenger discomfort with the changing cabin altitude.

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.