A320 flight crew reported experiencing multiples system failures and ECAM warnings during cruise. After running through the appropriate checklists the crew diverted for a safe landing.
Synopsis
A320 flight crew reported experiencing multiples system failures and ECAM warnings during cruise. After running through the appropriate checklists the crew diverted for a safe landing.
Narrative
While in cruise at FL360 in the clear; we got an ANTI ICE STBY PITOT ECAM. While First Officer (FO) Person A continued to fly the aircraft; I took care of the ECAM. No action items were displayed and I referenced non normals page for further guidance. The FM (Flight Manual) only indicated that we had to monitor the air data information if standby instruments were used. Our maintenance history showed that this was a repeat write up and I proceeded to send a maintenance request code through ACARS. The ECAM was cleared and the screens were normal.We initiated our descent into ZZZ with Autopilot2 engaged west of the ZZZ1 VOR when we received another ECAM; this time for a L/G Shock Absorber Fault. Before we could even address that; we received the Autopilot Disconnect Warning Tone; an Auto Thrust Lock ECAM; and both Flight Directors (FDs) failed. We regained manual control of the throttles and FO continued to fly with the flight path vector selected and leveled off at FL220. We attempted to reengage the Autopilot; Auto Throttles and Flight Directors to no avail. All Flight mode Annunciators (FMAs) on both of our Primary Flight Displays (PFDs) were blank except for the barometric minimums altitude for the RNAV XXL approach to ZZZ we had previously selected. Our Navigation Display (ND) displays still showed a course line; the Multipurpose Control Display Unit (MCDUs) still had all of the navigation information displayed and our PFDs still showed accurate attitude; altitude; heading and airspeed indications as cross referenced with our standby instruments. GPWS terrain information was not available. FO continued to fly the aircraft while I performed the FMGC Dual Failure procedure. Since the FMGCs did not recover we attempted the short FMGC reset with no effect. An ARINC three-way call was set up with Dispatch and Maintenance Control to discuss our plan of action since our approach capability was limited to raw data ILS and visual approaches. The only ILS available at ZZZ was for Runway XYR and the winds were out of the southeast at 16 kts. so that was out of the question. The weather in ZZZ2 was also questionable with low ceilings and strong cross winds. ZZZ3 was VFR so we agreed to divert there. We advised ZZZ Center. They were advised of our situation and radar vectors were provided to ZZZ3. I briefed our Purser with the aircraft situation; our diversion plans; how long we had before landing and our after landing plans. I then made an announcement to the Passengers making them aware of our situation. Dispatch soon provided all landing data for Runways XZR and XAL at ZZZ3 through ACARS.Half way to ZZZ3 we regained both of our FMGCs; FDs; Autopilot and Auto Thrust. All systems were re-engaged while we actively monitored for possible failures. Vectors were provided for the visual approach to Runway XZR at ZZZ3; the Auto Throttles and Autopilot were disconnected and the approach and landing were flown uneventfully. Taxi to gate number XX was also uneventful and after parking; a full verbal debrief was conducted with our waiting Mechanics.
Second reporter narrative
[Report narrative contained no additional information.]
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.