Narrative:

I did a preflight on aircraft X and noted that a previous crew had written up a first officer (first officer) aoa system fault. Maintenance (mx) had tested the systems and returned the aircraft for service. Unbeknownst to us we took a bird strike to the standby pitot tube on takeoff which completely disabled it. My first indication of a problem was that the flight director (FD) disappeared and kicked off the auto pilot (ap). I took over the pilot flying duties and the captain pulled the QRH for an ap 2 failure. Climbing and accelerating we retracted the flaps on schedule and received the aural stall warning with an associated alpha floor and toga lock scenario. I disconnected the auto throttles and flew the aircraft to a known safe attitude noting the airspeed to be above 200 knots. ATC gave us a climb and we decided to level off at 5000 and troubleshoot further instead. The captain was busy now with a myriad of ecams and I was hand flying the aircraft back on course and noticed the standby airspeed indicating zero and that we were flying in alternate law. We included our discussion of the situation with our airbus captain jump seater and were able to reestablish the auto throttle automation but determined we needed to return to ZZZ. The captain [advised ATC]; briefed and set up the aircraft for a visual approach to runway xyc. We also noted and discussed the implications of putting the gear down and what the timing of that would be. On a downwind I started slowing the aircraft down and called for flaps 1. Again as soon as the pitch changed we got an aural stall warning and toga lock. I again disconnected the auto throttles and the captain went into the QRH. I asked for an extended downwind for more troubleshooting and the captain began another reset of flight augmentation computer [facility] 1 and 2. This time we decided not to reengage the auto throttles and that the best course of action would be to get the aircraft on the ground. I asked ATC for a base turn and lined up on a 10 mile final. Flaps 2 and 3 yielded the same aural stall warning which was now disregarded and we went gear down direct law to a normal landing. After engine shutdown we received an ECAM for first officer aoa system fault and contacted maintenance.post flight inspection revealed a bird strike which completely clogged the standby pitot tube. I believe that the first officer aoa system was sending bad or missing information to the aircraft. Multiple failures of redundant systems.

Related reports:

Google
 

Original NASA ASRS Text

Title: A319 First Officer reported that during climb they lost the Flight Director and the Autopilot disconnected due to multiple system failures.

Narrative: I did a preflight on Aircraft X and noted that a previous crew had written up a First Officer (FO) AOA system fault. Maintenance (MX) had tested the systems and returned the aircraft for service. Unbeknownst to us we took a bird strike to the standby pitot tube on takeoff which completely disabled it. My first indication of a problem was that the Flight Director (FD) disappeared and kicked off the Auto Pilot (AP). I took over the Pilot Flying duties and the Captain pulled the QRH for an AP 2 failure. Climbing and accelerating we retracted the flaps on schedule and received the aural stall warning with an associated ALPHA FLOOR and TOGA LOCK scenario. I disconnected the auto throttles and flew the aircraft to a known safe attitude noting the airspeed to be above 200 knots. ATC gave us a climb and we decided to level off at 5000 and troubleshoot further instead. The Captain was busy now with a myriad of ECAMs and I was hand flying the aircraft back on course and noticed the standby airspeed indicating zero and that we were flying in Alternate Law. We included our discussion of the situation with our airbus captain jump seater and were able to reestablish the auto throttle automation but determined we needed to return to ZZZ. The Captain [advised ATC]; briefed and set up the aircraft for a visual approach to Runway XYC. We also noted and discussed the implications of putting the gear down and what the timing of that would be. On a downwind I started slowing the aircraft down and called for flaps 1. Again as soon as the pitch changed we got an aural stall warning and TOGA LOCK. I again disconnected the auto throttles and the captain went into the QRH. I asked for an extended downwind for more troubleshooting and the Captain began another reset of Flight Augmentation Computer [FAC] 1 and 2. This time we decided not to reengage the auto throttles and that the best course of action would be to get the aircraft on the ground. I asked ATC for a base turn and lined up on a 10 mile final. Flaps 2 and 3 yielded the same aural stall warning which was now disregarded and we went gear down Direct Law to a normal landing. After engine shutdown we received an ECAM for First Officer AOA system fault and contacted Maintenance.Post flight inspection revealed a bird strike which completely clogged the standby pitot tube. I believe that the First Officer AOA system was sending bad or missing information to the aircraft. Multiple failures of redundant systems.

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.