Narrative:

Upon receiving the flight papers for this aircraft we discussed the unusual nature of the history; that the facility 2 (flight augmentation computer) light only was previously deferred 'on' (i.e.; facility 2 showed failure on the overhead panel with light on); but the facility 2 was determined to be ok. That item was cleared before we got to the aircraft. Both engines were started due to the takeoff weight and pressure altitude for ZZZZ. As soon as #2 finished starting the #2 facility light came back on with no ECAM. Again puzzling to both of us; but we continued with the discrepancy process reporting it to maintenance control and the #2 facility overhead light only was again deferred and the subsequent maintenance report received. Operations through takeoff power application on the runway were all normal through that point. Runway acceleration was normal as well. Immediately at rotation; the ECAM panel lit up with numerous issues/chimes. The first officer did a great job of continuing to fly with a normal rotation and subsequent lift off. The ECAM panel settled down after a period of time and at that point our main concern was getting away from the mountainous terrain around the aircraft; and safely executing the departure. Subsequent climb procedures were normal and the aircraft maintained pressurization. Passing through FL180 while still staying pressurized I began to look at the ECAM panel and our overhead light situation to make an analysis of what happened. The following overhead lights were illuminated: GPWS terrain; facility 1; facility 2. The facility lights caught my attention right away due to the deferral but I proceeded to the ECAM panel to process the ecams. The following ecams are listed in the order of priority presented to us:dc ess bus shedcb tripped left electrical bayaft cargo heat faultaft cargo isolation valvei worked through each of the ecams presented to us in accordance with (in accordance with) the ECAM SOP with the first officer. The dc ess bus shed was visible on the electrical page as inop (orange). I did not get an override light to show on the overhead panel when selected in accordance with the dc ess bus shed ECAM. I believe many more ecams came at us but both of us were too busy with the first officer performing PF duties and me for the pm with what happened right at rotation and to make sure terrain clearance was absolutely assured; so some other ecams may very well have presented themselves and the system reset before I could get to them. Soon after the sterile cockpit sterile chime the fas called and stated all of the emergency exit lights were illuminated in the cabin. I asked them to standby if they could until we worked through the numerous issues that had occurred on takeoff. They stated everything was fine at that point for them. After working through the ECAM process; the following systems remained inop on the status page:wing anti iceautopilot 1CAT 3 dualfac 1Vent extractaft cargo heatgpws terrainfcdc 1 (flight control data concentrator)FMGC 1Both of us reviewed this list in accordance with the ECAM SOP before final clearing. With my side FMGC gone (verified with a '2fd2' FMA) I had to follow the fos range selection but at this stage this was of minimal concern. Additionally; both fuel transfer valves were indicating in transit. This is probably the first area where we started planning for the ZZZ divert due to the uncertainty of the fuel system. At this point the plane was flying fine; with pressurization normal. The transfer valves and electrical issues were our main concerns. Around this point the fas called again and asked if it was ok to add something. They stated at rotation they all thought something; they didn't know what though; sounded odd and they had a whiff of electrical smell towards the back. At this point we were already descending trying to burn off some of the fuel but we knew we still weren't going to get below max landing weight at ZZZ for the divert. Soon after there was another call from the back referencing just a short whiff again of electrical burning by row 31. By this point dispatch and maintenance were fully briefed via ACARS as to our status and I stated it was my intent and divert into zz. There was no further electrical smell from the cabin from that point forward. The first officer continued to fly. ARTCC was advised with the first contact with the us ARTCC after leaving foreign airspace showing about 35 minute to landing if I remember. I did not wait until reaching us airspace to advise ATC. The sequence of events; processing the ecams; QRH; dispatch and maintenance discussions and talking with the purser led to this timing before we felt everything was safely 'tied up' and ready to land. The descent continued to 10;000 ft fairly far out. I asked the first officer to continue flying until 1;000 AGL and at that point I assumed control for the landing. Taxi in to the gate was normal with the fire department following. Fire department personnel could not find any signs of burning in the cabin or outside. The incident report was completed for situation and overweight landing. All five crew members debriefed after the fire department and maintenance personnel were finished talking with us and everyone thought the process went well. Many thanks to all agencies for their assistance and a special note of thanks to the first officer. The fos training to SOP; especially as it pertains to ECAM processing helped tremendously.

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Original NASA ASRS Text

Title: A320 flight crew reported multiple equipment failures during takeoff resulting in a diversion.

Narrative: Upon receiving the flight papers for this aircraft we discussed the unusual nature of the history; that the FAC 2 (Flight Augmentation Computer) light only was previously deferred 'on' (i.e.; FAC 2 showed failure on the overhead panel with light on); but the FAC 2 was determined to be ok. That item was cleared before we got to the aircraft. Both engines were started due to the takeoff weight and pressure altitude for ZZZZ. As soon as #2 finished starting the #2 FAC light came back on with NO ECAM. Again puzzling to both of us; but we continued with the discrepancy process reporting it to Maintenance Control and the #2 FAC overhead light only was again deferred and the subsequent maintenance report received. Operations through takeoff power application on the runway were all normal through that point. Runway acceleration was normal as well. Immediately at rotation; the ECAM panel lit up with numerous issues/chimes. The FO did a great job of continuing to fly with a normal rotation and subsequent lift off. The ECAM panel settled down after a period of time and at that point our main concern was getting away from the mountainous terrain around the aircraft; and safely executing the departure. Subsequent climb procedures were normal and the aircraft maintained pressurization. Passing through FL180 while still staying pressurized I began to look at the ECAM panel and our overhead light situation to make an analysis of what happened. The following overhead lights were illuminated: GPWS terrain; FAC 1; FAC 2. The FAC lights caught my attention right away due to the deferral but I proceeded to the ECAM panel to process the ECAMs. The following ECAMs are listed in the order of priority presented to us:DC ESS Bus ShedCB tripped L electrical bayAFT Cargo Heat FaultAft Cargo Isolation valveI worked through each of the ECAMs presented to us in accordance with (IAW) the ECAM SOP with the FO. The DC ESS Bus Shed was visible on the electrical page as inop (orange). I did not get an Override light to show on the overhead panel when selected IAW the DC Ess Bus Shed ECAM. I believe many more ECAMs came at us but both of us were too busy with the FO performing PF duties and me for the PM with what happened right at rotation and to make sure terrain clearance was absolutely assured; so some other ECAMs may very well have presented themselves and the system reset before I could get to them. Soon after the sterile cockpit sterile chime the FAs called and stated all of the Emergency Exit lights were illuminated in the cabin. I asked them to standby if they could until we worked through the numerous issues that had occurred on takeoff. They stated everything was fine at that point for them. After working through the ECAM process; the following systems remained inop on the status page:Wing Anti IceAutopilot 1CAT 3 DualFAC 1Vent ExtractAFT Cargo HeatGPWS TerrainFCDC 1 (Flight Control Data Concentrator)FMGC 1Both of us reviewed this list IAW the ECAM SOP before final clearing. With my side FMGC gone (verified with a '2FD2' FMA) I had to follow the FOs range selection but at this stage this was of minimal concern. Additionally; both fuel transfer valves were indicating in transit. This is probably the first area where we started planning for the ZZZ divert due to the uncertainty of the fuel system. At this point the plane was flying fine; with pressurization normal. The transfer valves and electrical issues were our main concerns. Around this point the FAs called again and asked if it was ok to add something. They stated at rotation they all thought something; they didn't know what though; sounded odd and they had a whiff of electrical smell towards the back. At this point we were already descending trying to burn off some of the fuel but we knew we still weren't going to get below max landing weight at ZZZ for the divert. Soon after there was another call from the back referencing just a short whiff again of electrical burning by row 31. By this point Dispatch and Maintenance were fully briefed via ACARS as to our status and I stated it was my intent and divert into ZZ. There was no further electrical smell from the cabin from that point forward. The FO continued to fly. ARTCC was advised with the first contact with the US ARTCC after leaving foreign airspace showing about 35 minute to landing if I remember. I did not wait until reaching U.S. airspace to advise ATC. The sequence of events; processing the ECAMS; QRH; Dispatch and Maintenance discussions and talking with the purser led to this timing before we felt everything was safely 'tied up' and ready to land. The descent continued to 10;000 ft fairly far out. I asked the FO to continue flying until 1;000 AGL and at that point I assumed control for the landing. Taxi in to the gate was normal with the fire department following. Fire department personnel could not find any signs of burning in the cabin or outside. The incident report was completed for situation and overweight landing. All five crew members debriefed after the fire department and Maintenance personnel were finished talking with us and everyone thought the process went well. Many thanks to all agencies for their assistance and a special note of thanks to the FO. The FOs training to SOP; especially as it pertains to ECAM processing helped tremendously.

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.