Pilot reported ELAC failure at cruise. The Flight Crew elected to divert and make a precautionary landing.

Narrative

ECAM Messages/Warnings:AUTO FLT AP OFFF/CTL ALTN LAW (PROT LOST)F/CTL ELAC PITCH FAULT 1F/CTL ELAC PITCH FAULT 2INOP SYS:F/CTL PROTELAC PITCHAP1&2CAT 2Unable to manually trim the stabilizer. Roles:Captain: Pilot Monitoring (PM)First Officer (FO): Pilot Flying (PF)Deadhead FO: DH PilotAt approximately XA:20 while approaching way point ZZZZZ on Airway at FL380 the autopilot #2 disengaged with an associated ECAM message AUTO FLT AP OFF. After an evaluation and finding no cause for the autopilot disengagement the autopilot #2 was re-engaged. Within minutes the aircraft pitched up slightly; as if in mountain wave; climbing approximately 70 ft. above the cruise altitude and an ECAM message F/CTL ELAC PITCH FAULT 1 displayed. The aircraft then slightly pitched down to 70 ft. below cruise altitude and immediately ECAM message AUTO FLT AP OFF; F/CTL ALT LAW (PROT LOST) and F/CTL ELAC PITCH FAULT 2 displayed. Pilot Flying began hand flying the aircraft. We began the ECAM Procedures. I called the #1 Flight Attendant and instructed him to have the deadheading First Officer come to the cockpit immediately. Deadhead Pilot and I re-evaluated the systems failures and determined that the systems/computers could not be recovered. I then [requested priority handling] with ZZZZ Center and requested FL260 since we could not stay in RSVM airspace without an autopilot. This also allowed a wider airspeed regime between Vmo and Alfa PROT in case pitch control became more of problem. Pilot Flying noted that the control input forces were increasing as we descended at 280 kt. indicated. We attempted to manually trim the aircraft with the pitch trim wheel; but the stabilizer appeared jammed at -0.8 up. I attempted to call Dispatch desk via the Crew Call app but reception was poor. Deadhead pilot looked up the ZZZ Commercial Radio frequency for me and I established communication with the Dispatcher and Airbus Maintenance desk. Maintenance advised us that if there was not a fix in the QRH there was nothing he could do for us. The aircraft was under control and Pilot Flying was able to override the now mistrimmed stabilizer with his side stick. The three of us and the Dispatcher then began discussions on diverting to the closest long runway. Something in the 8;000 to 10;000 ft. length range with airspace enough to configure; evaluate and handle any pitch problems that may present itself as we configured for landing. The four of use decided it was prudent to divert to ZZZ1 which was 140 NM away (120 miles closer than ZZZ2).I [requested priority handling] and informed ZZZZ Center that we were experiencing a flight control problem and request vectors to ZZZ1. ZZZZ gave us an off-airway vectors of 090deg then 100deg so to fly around restricted airspace while ZZZZ called for permission for use to fly through the restricted airspace direct to ZZZ1. I asked Deadhead Pilot to handle the radio communications while I briefed the flight attendant and passengers on the diversion and anticipated non-routine landing. The flight attendants were briefed for a non-routine landing. When done with cabin briefings and passenger address my attention returned to Pilot Flying and Deadhead Pilot. By this time; we had been handed off to ZZZ Center. I found that we were still flying the 100 degree heading. I queried ZZZ Center for the reason of this extended vector and was told it was because of restricted airspace to our north. I firmly reminded the Controller we were an aircraft in distress with flight control problem [and] that we had [requested priority handling] and if this vector continues; we're going to have fuel problems. I informed him this diversion was becoming pointless since the object of the diversion was to get this aircraft on the ground as soon as possible. I added that I could have been in ZZZ3 by now. We were immediately given a north heading towards ZZZ2.Approximately 20 minutes before landing passing 15;000 ft. (SAT-26) the pitch trimwheel lurched nose down a few inches and began trimming normally. Pilot Flying commented that side stick input forces became normal. The stabilizer continued to trim normally during all speed and configurations changes as flaps were extended. The ECAM messages remained displayed. Deadhead Pilot had completed a landing distance assessment using a non-normal; DIRECT LAW calculation. (Note: A non-normal; stabilizer jam calculation resulted in the same distance) We asked for and received a 20 NM final approach. We completed our applicable checklists and informed the Flight Attendants that we were 10 minutes from landing.Pilot Flying; Deadhead Pilot and I briefed that we would be fully configured and 160 kts. prior to gear extension so that only small a small amount of pitch trim would be required to stabilize the approach when the flight control system degrades to DIRECT LAW. Pilot Flying landed the aircraft perfectly and we rolled out; turned off the runway to taxi to the gate. Pilot Flying commented the aircraft required a firmer side stick input to flare due to the Direct Mode. I made a passenger address assuring them of our safety and thanking them for their cooperation with the Flight Attendant's instruction.I met with the Mechanic meeting our flight and briefed him on our experienced. He was grateful we had stayed to discuss the failures with him. When we blocked in and shut down the engines all the ECAM messages had cleared and only an ECAM Class II F/CTL indication remained. The faults remained in the Multipurpose Control Display Unit>Maintenance>Current Flight Report print out. Deadhead Pilot and I had operated Aircraft X/DATE that morning down to ZZZZ1. Starting the initial decent on the ZZZZZ1 2A STAR into ZZZZ1 we had experienced three autopilot disconnects. The first two occurred prior to the way point ZZZZZ3 on the STAR. ZZZZZ3 was to be crossed between FL230 and FL210. Prior to the third disconnect I saw the pitch trim wheel jerk forward approximately an inch. An ECAM warning would flash on the display then disappear. Descending below FL180 the autopilot was re-engaged and was used for the remainder of the STAR and RWY XXR LOC and GS capture. The pitch trim worked normally as we slowed on the arrival and configured for landing.At gate arrival in ZZZZ1; we called for Maintenance and described what we experienced. Maintenance printed a Maintenance Current Flight Report from the Multipurpose Control Display Unit which indicated warns of XU:23 AUTO FLT AP OFF and XU:27 F/CTL. Failure messages were: XU:21 AFS:ELAC1 and XU:25 AFS:ELAC1. There was a Class II Maintenance Message F/CTL displayed on the Status page. Maintenance went to work clearing these faults.I could not have hopped for a better qualified crew to meet this challenge. I had flown with Deadhead Pilot before; but this was my first flight with Pilot Flying. Deadhead Pilot brought 30 years of Airbus experience to the flight deck including time at various airlines. Pilot Flying brought 22 years of Airbus experience to the flight. Their performance was both profession and stellar. They never stopped working the problem. Flight Attendant 1; Flight Attendant 3; Flight Attendant 4 worked as a team preparing our passengers for a non-routine landing and keeping communications to the cockpit to a minimum during this diversion allowing us to work the problem uninterrupted. I would recommend that Dispatch and Commercial Radio VHF frequency pages found in the FOM be included in the QRH for easier referencing.