Narrative:

IMC conditions on approach. Aircraft was configured to flaps 3; gear down; on glideslope autopilot and autothrottles on. ATC speed assigned 170. PF managed speed and asked for flaps to full configuration just prior to FAF. A multitude of ecams; cautions and warnings occurred rapidly. Not sure of the exact order of ecams as these ecams cleared upon touchdown/rollout and could not be recalled.anti-ice ECAM most likely standby probesap disconnect red master with triple clickcabin pressure system 2 fault ecamall performance data goneall nav data gone. FD reverted to heading/vs. No ILS info displayed. IRS monitor blank.both PF and pm were verbalizing the rapid succession of events and taking corrective action. We broke out to VMC conditions slight left of course and high on the VASI. PF made an early aggressive correction back to the VASI which resulted in two sink rates but corrected rapidly to stabilize the approach slightly high on the VASI. Felt that the approach was safe to continue especially since we were not sure what instrumentations may be available (weather was IMC at alternates; too). PF felt that the flare mode did not engage as the force to rotate to the flare was not normal. A firm landing was made in the first third of the runway. Upon rollout all previous ecams disappeared. A repeat ECAM left/G system disagree came back on. Rollout and taxi to gate were normal. PF and pm did a thorough debrief and it was determined that although airborne the airplane had thought itself on the ground. PF and pm also debriefed maintenance.the left/G system disagree ECAM was found on preflight and maintenance had tested the system and could not find any faults. After resetting cbs the ECAM went away and a new mrd was issued. Next morning checked with maintenance and found that the nose gear switch was replaced. Apparently the wiring is routed through a tube which causes corrosion to occur. According to this specific maintenance tech this is now occurring more often on the aging aircraft.

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Original NASA ASRS Text

Title: A320 flight crew reported receiving multiple seemingly unconnected ECAM alerts on final that could not be recalled after landing. Maintenance replaced the nose gear air-ground squat switch.

Narrative: IMC conditions on approach. Aircraft was configured to flaps 3; gear down; on glideslope autopilot and autothrottles on. ATC speed assigned 170. PF managed speed and asked for flaps to full configuration just prior to FAF. A multitude of ECAMs; cautions and warnings occurred rapidly. Not sure of the exact order of ECAMs as these ECAMs cleared upon touchdown/rollout and could not be recalled.ANTI-ICE ECAM most likely Standby ProbesAP Disconnect Red Master with triple clickCABIN PRESSURE SYS 2 FAULT ECAMAll Performance data goneAll nav data gone. FD reverted to HDG/VS. No ILS info displayed. IRS monitor blank.Both PF and PM were verbalizing the rapid succession of events and taking corrective action. We broke out to VMC conditions slight left of course and high on the VASI. PF made an early aggressive correction back to the VASI which resulted in two sink rates but corrected rapidly to stabilize the approach slightly high on the VASI. Felt that the approach was safe to continue especially since we were not sure what instrumentations may be available (Weather was IMC at alternates; too). PF felt that the flare mode did not engage as the force to rotate to the flare was not normal. A firm landing was made in the first third of the runway. Upon rollout all previous ECAMs disappeared. A repeat ECAM L/G SYS DISAGREE came back on. Rollout and taxi to gate were normal. PF and PM did a thorough debrief and it was determined that although airborne the airplane had thought itself on the ground. PF and PM also debriefed maintenance.The L/G SYS DISAGREE ECAM was found on preflight and maintenance had tested the system and could not find any faults. After resetting CBs the ECAM went away and a new MRD was issued. Next morning checked with maintenance and found that the nose gear switch was replaced. Apparently the wiring is routed through a tube which causes corrosion to occur. According to this specific maintenance tech this is now occurring more often on the aging aircraft.

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.