A320
Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument
Physiological - Other
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural MEL / CDL; Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Smoke / Fire / Fumes / Odor; Flight Deck / Cabin / Aircraft Event Illness / Injury
Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Departure Airport; General Maintenance Action
Aircraft
During boarding a musty dry odor was discovered with the APU Bleed on and the issue was written up in the maintenance logbook and the cabin odor sheet was completed. Parties were then notified (dispatch and the Captain spoke with the ZZZ Chief Pilot); maintenance troubleshooted the issue and ended up deferred PACK 1 with the appropriate MEL. After departure and on initial climb out; the same musty odor returned intermittently. The Captain made contact with the cabin crew to check on if any unusual odors were present in the cabin- which they did not detect but were also wearing masks for coronavirus. As the climb continued; the Captain began to experience physical symptoms consistent with a fume event. The Captain asked the First Officer if he was experiencing any symptoms and he replied he was. At that time both crewmembers donned their oxygen masks using the 100 percent setting and decided that a return to ZZZ was the safest course of action. ATC was advised of an issue with the air conditioning system and request to return to ZZZ. No emergency was declared (aircraft was controllable; requested altitudes were granted and a pretty much straight course was given on return). The supplementary procedures for elimination of odor/fumes was run however since PACK 1 was deferred PACK 2 could not be turned off. Descending through 10;000 PACK 2 was turned off and the aircraft began depressurizing. The AIR PACK 1 and 2 procedure was followed and the RAM Air Valve began to ventilate the aircraft. Because this event happened on initial climb out and the extra fuel (FLT Plan had an alternate of ORD due to WX in DTW) the overweight landing procedure was followed. The Captain landed the aircraft at roughly 153;000 lbs. During taxi in; cockpit windows were opened to help ventilate. After the parking checklist was completed; the fume event and overweight landing were written up in the logbook and the associated cabin odor sheet. After all passengers were deplaned; the flight crew and cabin crew discussed the events that had just happened. The Captain notified the chief pilot and then both the Captain and First Officer contacted Medical and followed their directives.
I have had multiple recent events and am worried about continued exposure to possible dangerous chemicals. It seems maintenance only investigates/correct these issues after they have occurred. Sometimes; maintenance discovers the problem quickly which means they know exactly where to look to find the issue. These common areas that cause fume events (APU; engines; packs) should be inspected at least once a week to prevent a dangerous fume event.Objective cabin and cockpit sensors should be installed fleet wide to test for any dangerous chemicals in the air. The sensors should be able to warn Cabin and Flight Crews of the condition so it can be rectified. It should be set to warn us at levels that are much lower than what is dangerous so any negative effects of an exposure are mitigated.What is the status of the newer/upgraded cabin air filter installation that is supposed to remove these chemicals from the air?Flight crews should be able to proactively turn PACK 1 to OFF on descents to prevent exposure. We can only first be exposed and then run a procedure to hopefully remove the fumes.During boarding with the APU BLEED ON; I noticed an abnormal musty dry odor in the cockpit normally associated with a fume event/air quality event.Flight Attendants (FAs) were asked if they smelled anything unusual and they replied that they didn't.PACK 1 was selected OFF because the odor was present in the cockpit.The odor dissipated.The issue was written up in the maintenance logbook and the cabin odor sheet was filled out.Dispatch and the Dispatch Shift Coordinator (DSC) were notified as well as the ZZZ Chief Pilot.Maintenance secured PACK 1 closed and the item was deferred with the appropriate MEL.The flight left delayed due to the maintenance action.After departure and during initial climb out; the same musty dry odor returned with intermittent frequency and what seemed like reduced intensity.I was trying to determine if this was another fume event related to PACK 2.I called back to the Lead FA to see if they could smell any abnormal odors. The Lead FA reported that she did not smell anything abnormal.I texted Dispatch and notified them that we were having a possible fume event and we could return to ZZZ.As the aircraft continued to climb; I began to experience physical symptoms consistent with a fume event to include: numbness/tingling in the arms; fingers and top of head; lightheadedness; headache; nausea and fogginess. I asked if the First Officer (FO) was experiencing any symptoms and he replied that he was.I decided it was a fume event and we both donned our oxygen masks and used the 100% setting. A quick return to ZZZ was decided as the safest course of action.I took control of the aircraft from the FO; stopped the climb and notified ATC that there was an issue with the air conditioning system and we desired to return to ZZZ.ATC began giving prompt lateral and vertical instructions for a return to ZZZ.No emergency was declared because in my judgement; the situation was under control; the pilots were not compromised while using oxygen masks; the airplane had no control deficiencies. and the crew was already receiving expeditious handling by ATC.I pulled up the 'Supplementary Procedure for Elimination of Odor/Fumes in the Cockpit/Cabin' and began running it with the FO.Cross-cockpit and ATC communication was very difficult while using the oxygen masks.The goal was to eliminate the source of the fumes. PACK 2 would eventually have to be set to OFF; but since PACK 1 was already deactivated and deferred; it would result in the depressurization of the airplane. An emergency high-rate descent was decided against due to the proximity of mountainous terrain; the fact that the Lead FA did not report smelling any abnormal fumes and because it would further lead to an increase in workload while having to run various abnormal procedures while communicating with ATC.After running the relevant itemsin the fume event procedure; it leads you to consider the AIR PACK 1 + 2 FAULT to have a structured way to depressurize and ventilate the aircraft.During all this; the Lead FA noticed that the aircraft was descending and called the cockpit. I notified her that we were having a fume event; we were turning around and descending to ZZZ and to prepare the cabin for landing.I made an announcement to the passengers and notified them of an air conditioning problem and that we were returning to land.The FO assisted with the procedures and got the ATIS and ran a Landing Distance Assessment.At approximately 10;000 feet MSL; PACK 2 was selected OFF and the aircraft began depressurizing.The AIR PACK 1 + 2 procedure was followed and the RAM AIR valve was opened to ventilate the aircraft.We removed our oxygen masks following the aircraft ventilation. The abnormal odor subsided and now communication was much less difficult.The Overweight Landing procedure was followed and the aircraft was around 153;000 lbs upon landing.During taxi-in; the cockpit windows were opened for further ventilation.The fume event and overweight landing were written up in the maintenance logbook. The cabin odor sheet was filled out.After all passengers deplaned; both myself and the FO notified all FAs as to what happened and what actions we took. We notified them that we did not feel well and we were going to call Medical and seek medical attention. I advised them that if they were experiencing any adverse physical symptoms to call Medical and seek treatment. All FAs reported that they were fine.I notified the Chief Pilot about the event.I answered a call from the DSC asking about the event.We were both still experiencing negative physical symptoms and could not continue to operate another flight. Medical was called and we were seen at the Emergency Room for an inhalation injury.
A320 flight crew reported a fumes event during initial climbout resulting in a return to the departure airport.  The flight crew reported health issues and decided not to take the following flight.