A319 flight crew experiences a hot brakes ECAM passing 12;000 FT during climb. Gear is extended for cooling per ECAM and when retracted; a generator failure occurs triggering multiple ECAM warnings. Most warnings self clear; but generator cannot be reset; resulting in a diversion due to dispatch with an inop APU.
Synopsis
A319 flight crew experiences a hot brakes ECAM passing 12;000 FT during climb. Gear is extended for cooling per ECAM and when retracted; a generator failure occurs triggering multiple ECAM warnings. Most warnings self clear; but generator cannot be reset; resulting in a diversion due to dispatch with an inop APU.
Narrative
When I received the papers for the first leg; I noted that the APU was deferred inop. Although ground air and electric were available; it's important to note that ground air conditioning was putting out 79 degree air. Cabin temperatures were in the mid 80's. Not exactly ideal for a summer day in Texas. After a 35 minute turn we departed on the return leg. Approximately 8 minutes after departure; and at 12;000 FT we got a 'Hot Brakes' ECAM. In accordance with the ECAM procedure; we slowed to below 220 KTS and lowered the gear. After a minute or two the brakes were below 300 degrees and we raised the gear to continue our climb. As the gear tucked away in the wheel wells; we received multiple ECAM's (as you might expect with a power transition). After 20 seconds or so; several of the ECAM's cleared leaving only 3; i.e. Gen 1 Fault; Blower Fault; and an NW Steering Fault. Attempts to reset the generator; as per ECAM; were unsuccessful. Blower was placed in override and nose wheel steering had no procedure associated with the ECAM. Referring to the flight manual; it was noted that the nose wheel steering would be inop after landing. We called Dispatch and patched through to Maintenance. Maintenance had us try various procedures; but we were unable to regain the number 1 generator. Being down to 1 generator and in coordination with Dispatch; we diverted to a suitable alternate. Landing was normal and taxi in was accomplished with differential braking until abeam the lead in line. From this point; I requested a tug to position us at the gate. Contract mechanics came aboard to debrief the nature of the problem. After checking the oil (OK); one of the first things they did was to try and start the APU; which started normally providing both air and electric. Apparently our Maintenance had never tried to troubleshoot the APU when it was originally written up. Instead; it was automatically deferred inop. Clearly a missed opportunity. In conclusion; it's unfortunate that our staffing levels in both Maintenance and Station Operations are so low that it's impossible to properly and professionally do the very best for pilots and our customers. We are getting by and not getting it right.
Second reporter narrative
On climbout we received a hot brakes ECAM. As directed we slowed to gear speeds; extended the gear for cooling and then raised the gear. During retraction we received several ECAM's simultaneously. The ones I remember were generator 1 fault; vent fan fault; and nose wheel steering fault. The Captain handled the ECAM's while I stayed as PF. The vent fan was placed in override and neither the nose wheel steering or the generator were restored. Our APU was deferred inoperative. The Captain then conferenced with Dispatch for further troubleshooting and options. The decision was made to divert because of only one source of AC power. An emergency was not declared and ground emergency equipment was not requested.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.