A300 flight crew reported multiple and compounding Systems Failure after takeoff. With inflight icing present and all 3 Pitot Systems showing an overheat condition. The flight crew diverted to an ice free airport.
Synopsis
A300 flight crew reported multiple and compounding Systems Failure after takeoff. With inflight icing present and all 3 Pitot Systems showing an overheat condition. The flight crew diverted to an ice free airport.
Narrative
On takeoff with gear retracting approximately 200 ft. AGL; received numerous ECAMs. Captains Flight Director was inop; Auto Throttles disconnected and neither Autopilot was operable. All 3 Pitot systems showed an Overheat Condition and Pressurization System 2 Failed. Since the First Officer (FO) had a good Flight Director; I transferred control to FO. We continued climb to get out of potential icing and leveled at FL280 to stay out of RVSM and remain clear of clouds. We ran all ECAMs and QRH procedures. Since Probe heat was INOP; I called Dispatch on ZZZ Radio and informed them we were looking for a clear airfield without a chance of ice developing. (All airfield close had low ceilings and or freezing precipitation). Looking at several options; ZZZ1 seemed to have the best weather for our circumstance. With Dispatch concurrence I elected to divert to ZZZ1. We elected to [request priority handling] due to numerous simultaneous Systems Faults without a clear cause and the absence of sufficient deice equipment. We landed at ZZZ1 uneventfully.
Second reporter narrative
After push back; aircraft was configured and De/Anti-Iced with types 1 and 4 fluid due to weather conditions in ZZZ. Aircraft winter ops procedures were briefed and followed. After take-off; at approximately 200 ft. AGL; Air Turbine Starter (ATS) Switch tripped off; Flight Director 1 was lost; First Officer (FO) probe heat fault/Monitor ADC 2 ECAM with master caution displayed; ATS Fault ECAM. Passing approximately 600-800 ft. AGL in Icing and IMC conditions; FO mentioned that Flight Director 2 was available on their display and the Captain transferred control of the Airplane to the FO. ECAM Master Caution and the following associated procedures were displayed in addition; ANTI ICE Multiple Probe Heat Faults; ENG EPR MODE FAULT; CABIN PRESS REG 2 FAULT. Crew continued expedited climb out of icing conditions. Pilot flying attempted to engage Auto pilot 2 but it would only engage in Control Wheel Steering (CWS) mode. Auto pilot 1 would not engage at all. Captain selected Flight Director System 2 on their switching panel and regained the display on their Electronic Attitude Director Indicator (EADI). Crew advised ATC unable RVSM due to neither Autopilot being available and we were cleared to climb FL280. ECAM actions and QRH completed for all faults. Crew discussed possible options for divert with emphasis on avoiding icing conditions due to probe heat faults and FOB not sufficient to reach ZZZ2.Dispatch was contacted and options discussed. Weather was not suitable for ZZZ3 or ZZZ4 due to temperatures in the freezing range; low cloud ceilings; and snow. ZZZ1 was the best option for weather and fuel availability. Amended release; weather and NOTAMS for ZZZ1 were all received from Dispatch and [priority handling requested] due to necessity to avoid icing conditions and the nature of failed components. On approach into ZZZ1 Pilot in Command (PIC) the FO noticed they did not have visual segment surface displayed on their speed tape indication and mentioned this to the Captain. The Captain's displays were all correct and indicating appropriately. When landing gear was selected down; the ECAM WHEEL page did not display Brake Release indicator bars for any of the main wheels. This indicated that the Anti-Skid would be INOP. This threat was discussed and the crew briefed a possible loss of braking upon landing scenario and appropriate phase 1 items. Landing continued safely and uneventful. Compound system failures after departure on initial climbout.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.