A321 First Officer reported a problem with an ELAC fault that reappeared during cruise and contributed to elevator servo jack failure. The flight crew continued to destination airport and landed safely.

Narrative

Upon arriving at the aircraft; the Captain and myself reviewed the logbook. Upon review; we found a previously written up ELAC fault; and a failure of an elevator servojack. Both of these write ups had been cleared. We noted that the write up of the elevator servojack indicated that the aircraft had reverted into Alternate Law. During our cockpit preparations; a Flight Control Class II message appeared; was written up; and placed on MEL.While en route; during the course of my normal instrument scan; I noticed that an ECAM had appeared for F/CTRL ELEV SERVO FAULT; indicating a fault of the Yellow elevator servojack. I should note that the aircraft did not provide any auditory warnings that this ECAM had occurred; leading us to believe that the FWC (Flight Warning Computer) may have failed also.We performed the ECAM actions and reviewed the QRH. This caused us to discuss the fact that this ECAM had been previously written up. We cleared the ECAM item; and shortly thereafter; we saw another ECAM appear.This was the same ECAM of F/CTRL ELEV SERVO FAULT; but now the Green elevator servojack was implicated by the fault. As such; we had now lost half the servojacks on the elevator.At this point; we discussed among ourselves the possibility of the aircraft reverting into alternate law; as this had happened to a previous crew in the previous 2 days. As such; we reviewed the alternate law QRH; and setup the aircraft to land flaps 3 in case we experienced a reversion into alternate law later in the flight. We reviewed the landing distance requirements; and after discussing the issue with Maintenance Control and Dispatch via SATCOM; determined we had the requisite landing distance to continue to ZZZ.No further failures occurred; and we landed without incident. Upon arrival; the Captain wrote up both the servojack failures and the FWC not provided any auditory indications of an ECAM.We briefly discussed the failures with a mechanic; and the crew that was taking over the aircraft.At this point; we proceeded to our next aircraft in order to continue our trip. While we were pushing back; we realized that the aircraft we had written up was also pushing back. This leads me to believe the failed system were simply reset and the aircraft returned to service without troubleshooting.