Narrative:

I was the captain of aircraft X scheduled to fly from ZZZ to ZZZ1.the flight was dispatched with MEL (gen #2 inoperative - idg) for the flight above. APU was being used as second generator to replace gen #2. During the departure climb from ZZZ. We received an ECAM master caution - air ENG2 bleed abnormal pr. All appropriate action items were performed by the crew. After completion of these actions #2 pack and #2 engine bleed were rendered inoperative. Both these items are located on the same side as the inoperative generator. While checking the aircraft cabin pressurization status; it was noticed the cabin temperatures had risen to the mid 80's. All three cabin air conditioning temperature control knobs on the overhead panel were selected to cold.before any additional correction could be made about the warm temperature in the cabin we received another ECAM master caution - fuel center right xfr fault. All appropriate actions were performed by the crew. Completion of these actions rendered the center tk right xfr inoperative. This is also on the same side of the aircraft as the previous items above.just after we finished the procedure for the center tk right xfr fault... The flight attendant called me to tell me it was getting extremely hot in the main cabin. I check and all three air conditioning temperature selectors were in the full cold position.ATC was advised that we were having issues with the aircraft system and would like to stop our climb. We then asked for a heading away from the weather ahead of us so we could work on these issues.first officer (first officer) coordinated with ATC while I contacted dispatch and maintenance via the ipad phone app. The quality of this call was very poor and it was difficult at best talking with dispatch and maintenance. After a brief conversation I informed them it was my intention to return to ZZZ due to so many problems and all of them located on the same side of the aircraft. At this time I was using my captain emergency authority and informed dispatch and maintenance this would be an overweight landing.it was my decision as captain this was the safest course of action.next during my radio conversation with ATC I informed them it was my plan to return to ZZZ for an overweight landing / stopping on the runway / equipment from fire rescue due to problems with the aircraft. ATC then automatically deemed the flight as [a priority] aircraft (requesting souls on board and fuel in pounds). Since ATC had started handing our flight as [a priority] aircraft; I didn't feel the need to be redundant and use pan-pan or mayday.to the best of my knowledge at the time; all company policies and procedures had been followed.during our arrival into the ZZZ airport; ATC referred to our flight as the inbound [priority] aircraft; and to include the use of a discreet frequency with ZZZ tower controllers and ZZZ airport fire command. There was no doubt in my mind that ATC knew we were [a priority] aircraft and I was using my captain emergency authority to facilitate the safest outcome for this emergency scenario.aircraft was stopped on the runway and brakes / wheels were inspection by ZZZ fire command personnel. Aircraft exited the runway under its own power to the gate followed by vehicles from fire command.aircraft was having multiple system failures. During my communication with [center]; I informed the controller that due to the problems with the aircraft it was my intention to return to ZZZ for an overweight landing with the assistance of fire rescue. (Including stopping on the runway for inspection) due to the nature of the requests I provided to ATC; they knew I was using my captains emergency authority so they automatically activated my flight as [a priority] aircraft as they processed my requests with ZZZ approach and tower.

Related reports:

Google
 

Original NASA ASRS Text

Title: A321 Captain reported that aircraft had multiple systems failures and elected to return to departure airport.

Narrative: I was the Captain of Aircraft X scheduled to fly from ZZZ to ZZZ1.The flight was dispatched with MEL (GEN #2 INOP - IDG) for the flight above. APU was being used as second generator to replace GEN #2. During the departure climb from ZZZ. We received an ECAM MASTER CAUTION - AIR ENG2 BLEED ABNORMAL PR. All appropriate action items were performed by the crew. After completion of these actions #2 Pack and #2 Engine Bleed were rendered inoperative. Both these items are located on the same side as the inoperative generator. While checking the aircraft cabin pressurization status; it was noticed the cabin temperatures had risen to the mid 80's. All three cabin air conditioning temperature control knobs on the overhead panel were selected to COLD.Before any additional correction could be made about the warm temperature in the cabin we received another ECAM MASTER CAUTION - FUEL CTR R XFR FAULT. All appropriate actions were performed by the crew. Completion of these actions rendered the CTR TK R XFR inoperative. This is also on the same side of the aircraft as the previous items above.Just after we finished the procedure for the CTR TK R XFR fault... the flight attendant called me to tell me it was getting extremely hot in the main cabin. I check and all three air conditioning temperature selectors were in the full COLD position.ATC was advised that we were having issues with the aircraft system and would like to stop our climb. We then asked for a heading away from the weather ahead of us so we could work on these issues.FO (First Officer) coordinated with ATC while I contacted dispatch and maintenance via the iPad phone app. The quality of this call was very poor and it was difficult at best talking with dispatch and maintenance. After a brief conversation I informed them it was my intention to return to ZZZ due to so many problems and all of them located on the same side of the aircraft. At this time I was using my Captain Emergency Authority and informed dispatch and maintenance this would be an overweight landing.It was my decision as Captain this was the safest course of action.Next during my radio conversation with ATC I informed them it was my plan to return to ZZZ for an overweight landing / stopping on the runway / equipment from fire rescue due to problems with the aircraft. ATC then automatically deemed the flight as [a priority] aircraft (requesting Souls on Board and fuel in pounds). Since ATC had started handing our flight as [a priority] aircraft; I didn't feel the need to be redundant and use Pan-Pan or Mayday.To the best of my knowledge at the time; all company policies and procedures had been followed.During our arrival into the ZZZ airport; ATC referred to our flight as the inbound [priority] aircraft; and to include the use of a discreet frequency with ZZZ tower controllers and ZZZ Airport Fire Command. There was no doubt in my mind that ATC knew we were [a priority] aircraft and I was using my Captain Emergency Authority to facilitate the safest outcome for this emergency scenario.Aircraft was stopped on the runway and brakes / wheels were inspection by ZZZ Fire Command personnel. Aircraft exited the runway under its own power to the gate followed by vehicles from Fire Command.Aircraft was having multiple system failures. During my communication with [Center]; I informed the controller that due to the problems with the aircraft it was my intention to return to ZZZ for an overweight landing with the assistance of Fire Rescue. (Including stopping on the runway for inspection) due to the nature of the requests I provided to ATC; they knew I was using my Captains Emergency Authority so they automatically activated my flight as [a priority] aircraft as they processed my requests with ZZZ approach and tower.

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.