Narrative:

At this time I was pilot monitoring; about an hour into the flight captains (ca)s primary flight display (pfd); navigation display (nd); and either the upper electronic centralized aircraft monitor (ECAM) or lower system display (sd) flickered. We looked in QRH and made a note of it. Approximately 30 minutes later his screens flickered again as well as elec gen 1 fault ECAM caution message. ECAM action and QRH procedures were completed and gen 1 was reset and operating normally. 10 minutes later elec gen 1 fault ECAM reappeared and ca assigned me pilot flying with radios while he completed ECAM action and QRH procedures which included starting the APU. Once complete; I sent ACARS message to dispatch and maintenance regarding the ECAM and requesting fuel burn with APU in continuous operation. Ca called a flight attendant (flight attendant) up and told her what was going on. She said passengers were complaining that wifi was not working and galley and cabin lights were flickering. 10-15 minutes later elec idg 2 oil lo pr; ECAM caution message appeared. Ca assigned me pilot flying from that point until landing. ECAM action required resetting or disconnecting idg 2; with gen 1 offline this would give us only our APU gen and RAT and batteries as back up. We briefly discussed the ECAM action when elec gen 2 fault ECAM caution message appeared. Ca completed ECAM action as we confirmed idg 2 disconnect. It was discussed and agreed on that ZZZ would be our nearest suitable diversion airport. We tried contacting maintenance and dispatch but ACARS was not working.we asked center to relay message regarding our diversion to dispatch. ZZZ ops was contacted. After numerous ECAM and system displays were reviewed and cleared; we reviewed overweight landing QRH and runway distance required. Ca briefed flight attendant/passengers and descent/approach checklist and flows completed. We flew flaps full approach to overweight landing at approx 148;000 lbs touching down at less than 200 FPM to manual breaking.

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Original NASA ASRS Text

Title: An A-320 aircrew lost both engine driven electrical generators. They were unable to reset either one and elected to divert. They landed uneventfully at the diversion airport.

Narrative: At this time I was Pilot Monitoring; about an hour into the flight Captains (CA)s Primary flight Display (PFD); Navigation Display (ND); and either the upper Electronic Centralized Aircraft Monitor (ECAM) or lower System Display (SD) flickered. We looked in QRH and made a note of it. Approximately 30 minutes later his screens flickered again as well as ELEC GEN 1 FAULT ECAM caution message. ECAM action and QRH procedures were completed and GEN 1 was reset and operating normally. 10 minutes later ELEC GEN 1 FAULT ECAM reappeared and CA assigned me Pilot Flying with radios while he completed ECAM Action and QRH procedures which included starting the APU. Once complete; I sent ACARS message to dispatch and maintenance regarding the ECAM and requesting fuel burn with APU in continuous operation. CA called A Flight Attendant (FA) up and told her what was going on. She said passengers were complaining that wifi was not working and galley and cabin lights were flickering. 10-15 minutes later ELEC IDG 2 OIL LO PR; ECAM Caution message appeared. CA assigned me pilot flying from that point until landing. ECAM action required resetting or disconnecting IDG 2; with GEN 1 offline this would give us only our APU GEN and RAT and Batteries as back up. We briefly discussed the ECAM action when ELEC GEN 2 FAULT ECAM caution message appeared. CA completed ECAM action as we confirmed IDG 2 DISCONNECT. It was discussed and agreed on that ZZZ would be our nearest suitable diversion airport. We tried contacting maintenance and Dispatch but ACARS was not working.We asked center to relay message regarding our diversion to dispatch. ZZZ ops was contacted. After numerous ECAM and System displays were reviewed and cleared; we reviewed overweight landing QRH and runway distance required. CA briefed FA/passengers and descent/approach checklist and flows completed. We flew flaps full approach to overweight landing at approx 148;000 lbs touching down at less than 200 FPM to manual breaking.

Data retrieved from NASA's ASRS site 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.