A321 flight crew reported multiple failures of redundant systems which caused the aircraft to revert to alternate law. The flight crew diverted to the nearest suitable airport.
Synopsis
A321 flight crew reported multiple failures of redundant systems which caused the aircraft to revert to alternate law. The flight crew diverted to the nearest suitable airport.
Narrative
Shortly after takeoff from ZZZ we received an ECAM caution for a flight control malfunction. Messages on the ECAM included F/CTL L AIL FAULT; F/CTL R AIL FAULT; and F/CTL ALTN LAW. These messages were supported by the information provided on the F/CTL page and no other fault or warning lights were illuminated in the cockpit. I ran the QRC and as the First Officer was already flying the aircraft; I had him maintain control of the aircraft and the radios while I ran the ECAM actions. We [requested priority handling] with ATC and received vectors that kept us clear of terrain. As a result of the failures; the Autopilot was inoperative and he was hand flying the aircraft in alternate/direct law for the entire duration of the situation. Autothrust was operating normally. Once the ECAM actions were complete I followed up with the status page and the associated QRH procedures. As we were currently several thousand pounds overweight for landing I also ran the overweight landing checklist in the QRH and prepared landing data in accordance with the procedures. I coordinated with the flight attendants for a precautionary landing; made an announcement to the passengers; and elected to call Dispatch and Maintenance Control via crew phone on the app. The aircraft had a Configuration Deviation List (CDL) penalty added for a flap track fairing that was missing and while Maintenance Control wasn't able to provide guidance outside the QRH for an aircraft in flight; I did want to verify that our landing and go-around data reflected any associated penalties as all suitable diversion airports in the area were at higher elevations with terrain in the vicinity. After a brief discussion with the Dispatcher it was decided that our best option for landing was ZZZ1 (only 80 miles to the north) and we proceeded there with help from ATC. I updated the flight attendants and the passengers and made sure the cabin was ready for arrival. We completed all normal checklists and arrival preparations. As the First Officer was hand flying I opted to request vectors off the RNAV arrival in order to reduce workload and we proceeded the rest of the way utilizing vectors. We were still overweight for landing so we asked to have Airport Rescue and Firefighting (ARFF) equipment standing by as a precaution. As we began our final descent we noted that we only needed to burn an extra 1;500 pounds of fuel in order to arrive below the max landing weight so we asked for one more delay vector and proceeded to the runway via the ILS and landed below max landing weight. Since we had requested ARFF earlier and were unsure as to why we had lost our flight controls; we opted to stop on the runway briefly and have the safety vehicles examine the aircraft to be sure we could safely taxi to the gate. After the checks were completed; we taxied to the gate and the passengers were deplaned normally. Local Maintenance was waiting for the aircraft. Aircraft Maintenance Logbook (AML) entries were made and a report was filed.
Second reporter narrative
Aircraft X scheduled from ZZZ to ZZZ2 started normally from push back to takeoff. I was the pilot flying (PF) and the Captain was the pilot monitoring (PM). VFR weather conditions prevailed with clear skies and unrestricted visibility. The aircraft had one MEL item which was Configuration Deviation List (CDL) XX-XX for a missing flap track fairing. Maintenance had done the required inspection for the CDL before departure and the required performance penalties were applied to the performance data.After taking off from XXL; on climb out after retracting the flaps we received cascading ECAM messages the first two being F/CTL L AIL FAULT and F/CTL R AIL FAULT. This caused the aircraft to go into alternate law and we received additional ECAMs associated with the downgrade in flight control law. I remained the pilot flying (PF) and hand flew the aircraft and communicated with ATC while the Captain ran the ECAM actions. Due to the terrain in the area I requested a left turn northwest up the valley and climbed the aircraft to 10;000 ft. The Captain and I made the decision to [request priority handling] with ATC and I requested vectors to remain clear of terrain and in the vicinity of ZZZ airport. While I hand flew the aircraft in alternate law and coordinated with ATC and the Captain ran the applicable ECAM actions and checklists. Our initial plan was to return to ZZZ and I advised ATC that we would need vectors at 10;000 ft. in an effort to burn fuel and get below max landing weight. After the ECAM and QRH procedures were completed the Captain advised the flight attendants (FAs) of the situation and called Dispatch and Maintenance to advise all parties of the situation. After the Captain's conversation with Dispatch and Maintenance it was decided to divert to ZZZ1 which was about 80 miles away due to better services; longer runways; and lower field elevation.Once the decision was made to divert to ZZZ1 I requested vectors to our new destination and confirmed that our current altitude would keep us clear of terrain. We decided to stay at 10;000 ft. so we could burn more fuel which would help us get below max landing weight. At this point; the Captain took over radio communications and set up and briefed the ILS XX approach into ZZZ1 while I continued to fly the aircraft. We circled in the vicinity of ZZZ1 for about another 10 minutes until we were below max landing weight and then received vectors for about a 12 mile final to join the ILS XX approach. We landed flaps 3 as directed by the ECAM and once the gear was lowered the aircraft reverted to direct law and remained in that law until we landed safely. We stopped the aircraft on the runway and had Airport Rescue and Firefighting (ARFF) trucks inspect the aircraft. Once given the okay by the ARFF trucks we proceeded to a gate and deplaned our passengers.Multiple failures of redundant systems which caused the aircraft to revert to alternate law. There was history in the logbook of maintenance changing out an Elevator Aileron Computer (ELAC) this may have played a part in both aileron faults.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.