Narrative:

At approximately 2000ft MSL on initial climb out noticed ECAM 'engine 2 fuel filter clogged'. Suspect this ECAM was inhibited until 1500ft/3 min after take off. We continued clean-up; followed by the appropriate abnormal procedures. Continuing on our departure routing; immediate contact and coordination was established with dispatch and maintenance via sat phone. Without hesitation; dispatch indicated this ECAM required a return to field and maintenance concurred. All three pilots and an A330 qualified FAA air carrier operations safety inspector (occupying a flight deck jump seat) agreed this was the safest and most prudent action to take as well. Although the abnormal was a lower priority ECAM; we felt the many unknowns (for example; fuel contamination) and ultimate possibility of engine failure or degraded performance made a controlled two engine overweight landing a much safer course of action. As a precaution an emergency was declared with ATC. Our actual landing weight was 462;560 lbs with a touchdown sink rate of 280 fps. We had airport fire equipment follow us to parking after landing in case hot brakes became an issue. Brakes temps remained normal after landing and the fire department was advised the aircraft was secure. Per maintenance the touchdown parameters did not require an over weight landing inspection. After maintenance action and underway again I realized I had not put my signature on the appropriate log white page block. I did sign the remaining pink sheet copy however. Task saturation and many distractions had occurred. The task loading at the gate before and after the flight was significant. Sometimes I feel it is almost over whelming.

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Original NASA ASRS Text

Title: An A330 Captain experienced an 'ENG 2 FUEL FILTER CLOGGED' ECAM shortly after takeoff and returned for an overweight landing.

Narrative: At approximately 2000ft MSL on initial climb out noticed ECAM 'ENG 2 FUEL FILTER CLOGGED'. Suspect this ECAM was inhibited until 1500ft/3 min after take off. We continued clean-up; followed by the appropriate abnormal procedures. Continuing on our departure routing; immediate contact and coordination was established with Dispatch and Maintenance via SAT phone. Without hesitation; Dispatch indicated this ECAM required a return to field and Maintenance concurred. All three pilots and an A330 qualified FAA Air Carrier Operations Safety Inspector (occupying a flight deck jump seat) agreed this was the safest and most prudent action to take as well. Although the abnormal was a lower priority ECAM; we felt the many unknowns (for example; fuel contamination) and ultimate possibility of engine failure or degraded performance made a controlled two engine overweight landing a much safer course of action. As a precaution an emergency was declared with ATC. Our actual landing weight was 462;560 lbs with a touchdown sink rate of 280 FPS. We had airport fire equipment follow us to parking after landing in case hot brakes became an issue. Brakes temps remained normal after landing and the fire department was advised the aircraft was secure. Per Maintenance the touchdown parameters did not require an over weight landing inspection. After maintenance action and underway again I realized I had not put my signature on the appropriate log white page block. I did sign the remaining pink sheet copy however. Task saturation and many distractions had occurred. The task loading at the gate before and after the flight was significant. Sometimes I feel it is almost over whelming.

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.