An A320 crew diverted after a second engine bleed fault with a bleed MEL'ed before takeoff. Dispatch...

Narrative:

On climb at approximately 3000 ft got ECAM about insufficient air to pack 2. Opened crossbleed per ECAM. On bleed page noticed right bleed valve was closed. The bleed switch was on and there was no bleed fault. We decided to climb to FL300 to handle the problem as both packs were working normally. At about FL240 we got an ECAM for a engine 1 bleed fault. As we now had no bleed air we got clearance for a descent to 10;000 ft. I disconnected the autopilot and autothrottle and started a descent at about 320 KTS with full speed brakes. We watched the cabin altitude as it climbed and it never got above 8000 ft. As we leveled at 10;000 ft we got further ecams about low differential pressure. We descended to 8000 ft. Throughout this time the first officer was running ecams and checklists. We also sent numerous messages via ACARS that apparently never made it to dispatch. We decided on a divert airport and called that airport's company operations on the radio. The emergency equipment was requested and was there for our landing. We did the overweight checklist and landed at approximately 149;400 pounds. The landing was smooth and no brakes were used until 70 KTS. I would like the following issues to be addressed. 1) how come dispatch did not receive our many ACARS messages? The dispatcher later told me that the messages didn't show up on his 'bar'. He said that after he noticed us diverting he found all of our messages to him. We basically did the whole divert without any help/guidance from dispatch. I told the dispatcher that we were filing reports. 2) why did the #1 bleed shut off with no direct indication (ie a fault/disagreement light)? The first message was an ECAM for insufficient air to pack2. We had to go to the bleed system page to figure out why no air. 3) maintenance's initial thought is that the #1 bleed overheated (and faulted) due to running both packs. If that is the case; how come a bleed is a deferrable item on the airbus?

Original NASA ASRS Text

Title: An A320 crew diverted after a second engine Bleed Fault with a Bleed MEL'ed before takeoff. Dispatch was notified via ACARS but the Dispatcher did not get the messages because of a computer configuration error.

Narrative: On climb at approximately 3000 FT got ECAM about insufficient air to Pack 2. Opened crossbleed per ECAM. On bleed page noticed R Bleed Valve was closed. The Bleed Switch was ON and there was no bleed fault. We decided to climb to FL300 to handle the problem as both packs were working normally. At about FL240 we got an ECAM for a ENG 1 Bleed Fault. As we now had no bleed air we got clearance for a descent to 10;000 FT. I disconnected the autopilot and autothrottle and started a descent at about 320 KTS with full speed brakes. We watched the cabin altitude as it climbed and it never got above 8000 FT. As we leveled at 10;000 FT we got further ECAMs about low differential pressure. We descended to 8000 FT. Throughout this time the First Officer was running ECAMs and checklists. We also sent numerous messages via ACARS that apparently never made it to Dispatch. We decided on a divert airport and called that airport's Company Operations on the radio. The emergency equipment was requested and was there for our landing. We did the overweight checklist and landed at approximately 149;400 LBS. The landing was smooth and no brakes were used until 70 KTS. I would like the following issues to be addressed. 1) How come dispatch did not receive our many ACARS messages? The Dispatcher later told me that the messages didn't show up on his 'bar'. He said that after he noticed us diverting he found all of our messages to him. We basically did the whole divert without any help/guidance from Dispatch. I told the Dispatcher that we were filing reports. 2) Why did the #1 bleed shut off WITH NO DIRECT INDICATION (ie a fault/disagreement light)? The first message was an ECAM for insufficient air to pack2. We had to go to the bleed system page to figure out why no air. 3) Maintenance's initial thought is that the #1 bleed overheated (and faulted) due to running both packs. If that is the case; how come a bleed is a deferrable item on the Airbus?

Data retrieved from NASA's ASRS site as of April 2012 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.

Attributes
ACN	860047
Time
Date	200911
Local Time Of Day	1201-1800
Place
Locale Reference	ZZZ.ARTCC
State Reference	US
Environment
Light	Daylight
Aircraft 1
Make Model Name	A320
Operating Under FAR Part	Part 121
Flight Phase	Climb
Flight Plan	IFR
Component
Aircraft Component	Pneumatic Valve/Bleed Valve
Person 1
Function	Captain Pilot Flying
Experience	Flight Crew Last 90 Days 190 Flight Crew Total 12000 Flight Crew Type 1900
Person 2
Function	Pilot Not Flying First Officer
Experience	Flight Crew Last 90 Days 168 Flight Crew Total 11000 Flight Crew Type 852
Events
Anomaly	Aircraft Equipment Problem Critical Deviation - Procedural FAR

An A320 crew diverted after a second engine bleed fault with a bleed MEL'ed before takeoff. Dispatch was notified via ACARS but the dispatcher did not get the messages because of a computer configuration error.