Air carrier pilot crew reported the aircraft began to yaw after an integrated drive generator failed on the left engine.
Synopsis
Air carrier pilot crew reported the aircraft began to yaw after an integrated drive generator failed on the left engine.
Narrative
Climbing through approximately 28;500 ft. MSL on our initial climb to an assigned cruising altitude of FL320; the aircraft abruptly yawed left and then recentered itself. Autopilot two was engaged and remained engaged. Initial thoughts we're an engine one failure; however; all engine indications were normal. Approximately; 10-sec after the abrupt yaw left an 'Integrated Drive Generator (IDG) 1 OIL LOW PR' ECAM appeared on our lower ECAM screen. The Captain; also the pilot monitoring (PM); ran the ECAM steps and then verbally reviewed the Notes; Warnings and Cautions. As the pilot flying; I requested a level off with ATC; stopping our climb at FL300 and started the APU. The Captain and I briefly discussed the abnormal yaw we felt prior to the IDG ECAM and felt that was an abnormal indication; possibly indicative of some greater issues with the aircraft and we should consider diverting the aircraft for further inspection. To back up this judgement and our thoughts; the Captain contacted Dispatch and was patched though with Maintenance Control for a short discussion. Since we were due east on our flight plan route and would be overflying ZZZ; diverting immediately was the best course of action. Since the aircraft was stabilized and we had the APU providing additional electrical power; we elected not request priority handling. The Captain then notified the flight attendants (FAs) of our situation; whom also felt the abrupt yaw and initially lost galley power; agreed with the decision and began preparing the cabin for landing. The Captain then made a PA announcement as to the generator situation and the course of action we would be taking to divert to ZZZ in an abundance of caution. We then coordinated with ZZZ Center for a destination change due to loss of an engine generator. We reviewed the overweight landing procedures and I made a soft landing on XXR at a GW of 149k lbs at a descent rate of less than 100ft/sec. We then taxied to the gate and post flight met Maintenance to discuss the situation and ensure they had all maintenance requests and notes needed for their corrective action.
Second reporter narrative
Climbing through approximately FL270 the aircraft yawed abruptly left then straightened out. (I was unaware an Integrated Drive Generator (IDG) failure could do that) My first reaction was that an engine had failed. Engines looked normal. Within a few seconds; ECAM ELEC IDG 1OIL LO PR appeared. I handed the First Officer (FO) the radios and aircraft and we accomplished the ECAM and disconnected the IDG. We started the APU for redundancy and the APU picked up AC bus one from generator two. I conferred with Dispatch and Maintenance Control and we made the decision to divert to ZZZ. FO and I discussed [requesting priority handling] and did not because redundant electrical power was available. We remained ready to do so if needed. ATC was very helpful and the arrival was uneventful and expeditious. We had to land over weight by approximately 6000 lbs. Dispatch was helpful to send landing data. The landing and taxi to gate were also uneventful. The IDG failure and overweight landing were written up. We also spoke to Maintenance about details. It can take a long time to get ahold of Dispatch and even longer to then get Maintenance Control on. 150 miles out is probably too close to initiate. They couldn't really help much and it was a lot of work for the FO to fly; talk to ATC and program while I was talking. It would have been safer for me to be with the FO from top of descent on down. The 'stuck mic' ECAM is not helpful in this case either.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.