A320
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 136; Flight Crew Total 16918; Flight Crew Type 7016
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Diverted; Flight Crew Landed in Emergency Condition; General Flight Cancelled / Delayed; General Maintenance Action
Aircraft
We departed on time. Normal taxi-out and departure from runway. Climbed to FL330 in smooth air and first 45 minutes of flight unremarkable. FO (First Officer) was PF (Pilot Flying) and Captain PM (Pilot Monitoring). Engine 1 experienced a stall accompanied by partial EPR rollback on ENG 1 and an ECAM 'ENG 1 STALL.' FO retained control of flying and took radios and Captain began ECAM and QRH. Engine recovered itself with no action required and remained stable with no further indications of a stall.Crew resumed normal PF/PM duties and we reviewed the ENG 1 STALL QRH to ensure all considerations taken. We discussed monitoring engine and reviewed the driftdown QRC items to be prepared should another event occur. FO reviewed our single engine performance capability to confirm capability at present weight. Captain shared event information with [Company] Maintenance via ACARS and notified Dispatch. All parties believed it was a momentary event and engine was operating normally.A second; deeper Engine 1 Stall occurred about 35 minutes later and again FO remained the PF and took communications so Captain could run the ECAM and QRH. Per the procedure when thrust was slowly brought back up on Engine 1 further vibrations and stalls began and thrust lever was returned to idle where engine idled with normal indications. We coordinated a driftdown with ATC while we completed our analysis of the engine status and advised ATC working a degraded engine situation. Dispatch was also advised; and closest airports were reviewed with consideration to single engine performance ability as well as overweight landing performance for a weight of 150;000 pounds.Captain decided safest plan was to land in ZZZ; [Requested Priority Handling] with ATC and advised Flight Attendants of plan. Dispatch was advised of diversion to ZZZ with degraded engine. A brief passenger announcement was also made. Flight attendants advised Captain passenger was not feeling well and oxygen was being administered. A medically trained passenger was assisting crew with the ill passenger. A pass-rider Flight Attendant also stepped up to assist cabin crew for balance of flight.We prepared and briefed a descent to ZZZ and requested Runway XXL. Performance data received from Dispatch and Captain elected to fly the descent and approach. FO provided excellent PM and callouts. An uneventful landing on ZZZ XXL completed with [airport rescue and firefighting] equipment positioned on the adjacent taxiway. Aircraft was able to safely taxi to gate with a fire truck escort.Maintenance release codes were sent for ENG 1 STALL ECAMs and a used oxygen bottle. A phone call to [Technical Support Maintenance Control] was made by Captain as well to log the overweight landing and describe events. Captain and FO debriefed in ZZZ to review CRM elements and outcome. Crew deadheaded back to ZZZ1 later in the afternoon.
We had an inflight engine stall that resulted in a reduction of power on the number 1 engine. The flight started with no unusual indications departing; it was my leg to fly. Climbout to FL330 was normal; smooth air and no icing conditions. About 45 mins into the flight; we had our first engine issue. In cruise flight the Captain and I heard a loud sound and the number 1 engine EPR starting to reduce; a few seconds later the ECAM 'engine 1 stall' appeared briefly. The number 1 engine had recovered; returning to normal operating conditions. At this point the Captain ran the associated QRH to completion with the number 1 engine continuing to operate normally. We discussed the situation and decided to continue; using the time wisely we reviewed where we were on our flight; roughly south of ZZZ2. We also reviewed the drift down procedure and discussed all of our options should the number 1 engine fail on us. We reviewed the single engine performance at our current weight and the grid mora altitudes along our route of flight; FL180 was our single engine performance and 16;800 feet was the highest grid mora in the area west of ZZZ. I maintained flying the aircraft and took over ATC communications so the Captain could message Maintenance and Dispatch to get their input in our developing situation. On advice from Maintenance we submitted a write-up for engine 1 stall in level flight no shutdown. They advised to continue and they would inspect in ZZZ1. We both felt there was a possible threat with further engine problems and did everything we could to formulate a plan and mitigate all errors associated with the elevated stress of an in-flight shutdown.About 40 minutes after the first engine 1 stall; we had a second occurrence of the same nature on engine 1. First were loud bangs; shaking of the airplane; and EPR reduction with the associated ECAM. We identified the problem; the Captain announced I had the aircraft and radios; he was going to run the ECAM and QRH. After completing ECAM and QRH the engine would not go above idle thrust without problems. We both discussed the situation and decided leaving the engine at idle thrust was our best option. The engine indications were normal for idle thrust. At this point; knowing our performance was degraded on engine 1; we asked ATC for a lower altitude and advised we were working on an engine issue involving degraded performance. We completed the drift down checklist and requested FL200 while continuing on our flight plan. Below us was ZZZ3 and 180 miles ahead of us was ZZZ. As we continued to trouble shoot the engine 1 problem; message Dispatch; and analyzing our current performance we decided to continue straight ahead in a slow decent and divert to ZZZ. At this point east of ZZZ3; about 140 miles from ZZZ we [Requested Priority Handling] with ATC with our intention to divert to ZZZ. I maintained control of the aircraft and ATC communication while the Captain messaged Dispatch; the Flight Attendant; and updated the passengers on our situation and intentions. Our performance with the degraded engine 1 allowed us to level off at FL250 to setup for a normal decent into ZZZ. We prepared for landing in ZZZ XXL; the longest runway. We checked the performance numbers; added the appropriate speeds for a flaps full landing; Dispatch ran the length calculations of 7;500 feet needed (Runway XXL 16;000 feet long); checked a single engine go-around performance; ran the overweight checklist and briefed everything. Once we had our plan ready the Captain took the controls and completed a safe uneventful landing in ZZZ. We taxied to the gate normally and deplaned normally. Being new to [Company] adds stress to an event like this but the training I received including CRM skills was invaluable for us to complete this flight safely.
A320 flight crew reported a divert due to compressor stalls on left then right engine.