Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Confusion; Workload; Troubleshooting
Aircraft Equipment Problem Critical; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Aircraft
As Pilot Flying; at approximately 1;050 feet AGL on the ZZZZZ3 departure; we experienced a rapid succession of three bursts. At the same time; I was reducing the thrust levers to CLB mode. The gear was already up and the Captain; Pilot Monitoring; was just checking in with departure. Both of us weren't sure if we had hit a bird or something else. We had another rapid succession of three bursts with associated ECAM that almost instantaneously cleared the screen. The Captain quickly recognized the right engine (#2) indications were 'rolling back' and stated so clearly. He then ensure positive aircraft control by verbally stating; 'Your aircraft'. I responded with 'My aircraft'. The right engine ECAM message went away just as quickly as it displayed. The right engine then showed normal parameters and 'parallel' with the left engine. The Captain reviewed the Quick Reference Card and determined no action from the QRC required. He [advised] ATC while I simultaneously flew the aircraft on crosswind and turned downwind. The thrust levelers remained at CLB setting and flaps 1 on downwind with no other associated engine indications at approximately 2;500 feet MSL. We both agreed the best resolution was to land the aircraft ASAP. Our current weight was below max landing weight. I very quickly briefed a visual approach to Rwy XXR while the Captain loaded an approach in the FMGC. With gear down; I made the right turn on a base leg. I pushed the SPD button for managed speed as I thought we were in APPR Mode however; I quickly pulled the SPD button for selected speed once I noticed the engines were increase thrust for a higher speed. At this point we experienced one more rapid succession from the right engine which quickly resided again with speed now selected and winding back to approach speed. We configured final flap setting to 3 and briefed our potential go-around if required. The Captain successfully ensured our Descent and Before Landing checklist were completed with clearance to land. Upon a successful landing; the Captain ensured the passengers and crew were informed to remain seated while we taxied to the gate. ARFF did a complete review and temperature check of the engines with nothing significant to report. Noteworthy items...the aircraft was hand flown until downwind. Auto pilot was engaged briefly once at 2;500 feet MSL. The autopilot was disengaged when turning base leg and hand flown for the visual approach.Definitely a startle factor; particularly since it happened just above 1;000 feet AGL while thrust levels are normally set to CLB mode. Additionally; the initial confusion as to whether we had hit something (bird?) since the ECAM did not display an action. Furthermore; once the ECAM action did display it was nearly instantaneously gone as the engine continued to attempt to resolve the problem.Since ENG Stall isn't on the Checklist; this scenario could be used in future training events to increase awareness and action based on a low altitude scenario during take-off phase.
First Officer reported compressor stalls forced an air turn back and precautionary landing.