Narrative:

After traversing a weather front that was around our departure airport and climbing to FL360; we were still deviating and had been given direct when able. As we were climbing through FL300; with VFR conditions; we had a master warning indicating that the auto pilot had disconnected. Along with that we noticed on the ECAM that we had also lost autothrottles. At this point the captain said 'I have control; ATC; ECAM actions'. We both noticed that we had lost our tat and sat while looking over the ECAM. After a few seconds we noticed that the ECAM quickly displayed F/control altitude law. With good primary flight indications both on the captains and first officer side; along with the backup; the captain continued to hand fly the airplane till level off. While running the ECAM action we also got an ECAM automatic flight yaw damper sys; automatic flight rud trv lim. Within the ECAM it did state to reset facility 1 off then on and facility 2 off then on. Upon completing the ECAM nothing changed. We had also saw our nd's not showing any navigational information. We looked at both our mcdu's and saw that we had also lost all IRS and GPS position functions. No fault lights throughout the panel. At this time the captain informed ATC of our problem and that we could not stay at this altitude due to the loss of rvsm and that we would need vectors. ATC gave us a vector heading and told us to descend to FL280. While this was going on I was into the communication looking for anything that might help restore any of the systems we had lost. We were also acars the company to inform them of our situation and what we needed to do. After several messages sent and no response we tried airinc to give us a phone patch. We were unable to get a hold of arinc so we tried to get ahold of ops and see if we could get a relay situation going on. During this time we had no fuel predictions or time calculations to our destination. So after performing a quick fuel calculations we both concluded at that altitude and our remaining fuel we would be unable to make it to our destination. At this time both the captain and I made the decision to divert. We informed ATC of this and they started to give us vectors. We then informed the flight attendants of our situation and told them we were diverting and that we would inform the passengers of it also. As ATC was vectoring us around we started to receive ACARS from the company on a few solutions to try and fix our problem. Upon reading them we had done everything they had suggested and in the interest of safety we still stuck to our decision to divert. Raw data information was available and we did a visual backed up by the ILS. On final and after the gear extension we lost our lower ECAM with the display saying invalid data. Landing was uneventful and we taxied to the gate without any further problems.

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Original NASA ASRS Text

Title: A319 First Officer reported experiencing multiple electronic failures due to an auto flight malfunction. The crew diverted to an enroute airfield and landed without incident.

Narrative: After traversing a weather front that was around our departure airport and climbing to FL360; we were still deviating and had been given direct when able. As we were climbing through FL300; with VFR conditions; we had a Master Warning indicating that the Auto Pilot had disconnected. Along with that we noticed on the ECAM that we had also lost Autothrottles. At this point the Captain said 'I have control; ATC; ECAM actions'. We both noticed that we had lost our TAT and SAT while looking over the ECAM. After a few seconds we noticed that the ECAM quickly displayed F/CTL ALT LAW. With good primary flight indications both on the Captains and FO side; along with the backup; the captain continued to hand fly the airplane till level off. While running the ECAM action we also got an ECAM AUTO FLT Yaw Damper sys; AUTO FLT RUD TRV LIM. Within the ECAM it did state to reset FAC 1 off then on and FAC 2 off then on. Upon completing the ECAM nothing changed. We had also saw our ND's not showing any navigational information. We looked at both our MCDU's and saw that we had also lost all IRS and GPS position functions. No fault lights throughout the panel. At this time the Captain informed ATC of our problem and that we could not stay at this altitude due to the loss of RVSM and that we would need vectors. ATC gave us a vector heading and told us to descend to FL280. While this was going on I was into the COM looking for anything that might help restore any of the systems we had lost. We were also ACARs the company to inform them of our situation and what we needed to do. After several messages sent and no response we tried AIRINC to give us a phone patch. We were unable to get a hold of ARINC so we tried to get ahold of Ops and see if we could get a relay situation going on. During this time we had no fuel predictions or time calculations to our destination. So after performing a quick fuel calculations we both concluded at that altitude and our remaining fuel we would be unable to make it to our destination. At this time both the Captain and I made the decision to divert. We informed ATC of this and they started to give us vectors. We then informed the Flight Attendants of our situation and told them we were diverting and that we would inform the passengers of it also. As ATC was vectoring us around we started to receive ACARS from the company on a few solutions to try and fix our problem. Upon reading them we had done everything they had suggested and in the interest of safety we still stuck to our decision to divert. RAW data information was available and we did a visual backed up by the ILS. On final and after the gear extension we lost our lower ECAM with the display saying INVALID DATA. Landing was uneventful and we taxied to the gate without any further problems.

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.