Narrative:

[In cruise] got ECAM alert: BCL1; immediately followed by BCL2; losing ess dc power. Also had multiple ECAM warning/advisories including elect: dc emerg configuration. Followed ECAM through many pages; leading to deployment of the RAT. The RAT cleared most of the ECAM's and re-powered the ess dc bus; so we were out of the emergency elect configuration. Had some ECAM warning/advisories left; including BCL1/2 fail; engine 1 a-c fadec supply; APU no battery start; APU no fire detect; number 1 rsvr inoperative; number 1 engine no start. Elect page showed dc battery bus unpowered. After ECAM complete and malfunctions stabilized; we contacted maintenance control thru a patch. All agreed with crew assessment that we were no longer in an emergency situation. All agreed with crew decision to continue to destination. Following discussion with maintenance control; we called a deadheading A320 pilot up to the cockpit to put fresh eyes on the problem. He also concurred with crew actions and decisions so we proceeded to destination. During approach brief; all ramifications of the thrust reverser inoperative and possible radio problems were discussed. We used the longest runway; and before the RAT died; briefed tower/ground that we might have radio problems and received clearance to our gate. Approach and touchdown went normally; but after touchdown things got complicated and weird. I believe we had additional electrical problems that were not apparent to us; specifically with lgciu's and/or ground proximity switches such that the aircraft thought it was still in the air. After touchdown and engines to idle; it appeared to go to flight idle (600-700pph); the ground spoilers did not deploy; after the RAT died; we lost comms; and the airplane went through multiple rapid bit checks; including fire/detect cycles including lights and alarms; etc; etc. It is my belief that the only braking we had was accumulator pressure. I say this because at the gate with the parking brake set; we had zero normal brake pressure and the accumulator was near zero too--indicating that was what we were using for braking. At the gate; the engines would not shut down normally. With master switches to off; the ff would go to zero; then back to idle as the engines went into an auto-start. Engines had to be shut down with the fire buttons. The airplane thought it was still flying; and it was not something we expected. There were no FAA violations; and all is well that ends well. But something very unusual happened to this airplane.

Google
 

Original NASA ASRS Text

Title: A320 flight crew experiences an ECAM alert for BCL1; immediately followed by BCL2; losing essential DC power while in cruise. Many pages of ECAM's are complied with until finally the RAT is deployed; which cleared most of the ECAM's and repowered the ess DC bus. Flight continues to destination but after touchdown the ground spoilers would not deploy; after the RAT died; communications were lost; and the airplane went through multiple rapid BIT checks; including fire/detect cycles including lights and alarms. The engines would not shut down normally at the gate and the fire buttons had to be used.

Narrative: [In cruise] got ECAM alert: BCL1; immediately followed by BCL2; losing ess DC power. Also had multiple ECAM warning/advisories including ELECT: DC EMERG CONFIG. Followed ECAM through many pages; leading to deployment of the RAT. The RAT cleared most of the ECAM's and re-powered the ess DC bus; so we were out of the emergency elect configuration. Had some ECAM warning/advisories left; including BCL1/2 fail; Engine 1 A-C FADEC supply; APU no battery start; APU no fire detect; Number 1 RSVR inoperative; Number 1 Engine no start. Elect Page showed DC battery bus unpowered. After ECAM complete and malfunctions stabilized; we contacted Maintenance Control thru a patch. All agreed with crew assessment that we were no longer in an emergency situation. All agreed with crew decision to continue to destination. Following discussion with Maintenance Control; we called a deadheading A320 pilot up to the cockpit to put fresh eyes on the problem. He also concurred with crew actions and decisions so we proceeded to destination. During approach brief; all ramifications of the thrust reverser inoperative and possible radio problems were discussed. We used the longest runway; and before the RAT died; briefed Tower/Ground that we might have radio problems and received clearance to our gate. Approach and touchdown went normally; but after touchdown things got complicated and weird. I believe we had additional electrical problems that were not apparent to us; specifically with LGCIU's and/or ground proximity switches such that the aircraft thought it was still in the air. After touchdown and engines to idle; it appeared to go to flight idle (600-700pph); the ground spoilers did not deploy; after the RAT died; we lost comms; and the airplane went through multiple rapid BIT checks; including fire/detect cycles including lights and alarms; etc; etc. It is my belief that the only braking we had was accumulator pressure. I say this because at the gate with the parking brake set; we had zero normal brake pressure and the accumulator was near zero too--indicating that was what we were using for braking. At the gate; the engines would not shut down normally. With master switches to off; the FF would go to zero; then back to idle as the engines went into an auto-start. Engines had to be shut down with the fire buttons. The airplane thought it was still flying; and it was not something we expected. There were no FAA violations; and all is well that ends well. But something very unusual happened to this airplane.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.