Narrative:

Departed mci to dtw. WX at mci rain, winds gusty out of the east with thunderstorms in the area. Takeoff was normal, along with the climb phase. Upon leveloff we received an integrated drive generator fault on the #1 engine (integrated drive generator low pressure). The ECAM and communication procedures were followed and the #1 integrated drive generator was secured. Within 1 min after receiving the integrated drive generator fault message, a second message appeared 'navigation adr 1 fault.' the ECAM and communication procedures calls for the air data switch to be moved to captain #3 position.' this was accomplished. The next step in the procedure called for the #1 adr switch to off, with the captain receiving air data information from adr #3 and the first officer to receive air data from adr #2. When this step was accomplished the captain and first officer pfd went blank -- in that we lost our flight directors, autothrust, airspeed indicator, altitude indicator. We brought adr #1 back on line to recover those lost items described above. Dispatch and maintenance were advised. The aircraft was in altitude law with protections lost. An emergency was declared. Proceeded to dtw because the WX there was clear. Landing was normal. Callback conversation with reporter revealed the following information: reporter first officer speculates that, since the aircraft had just come from maintenance, that perhaps the problems they experienced had something to do with faulty maintenance. For example, the integrated drive generator low oil pressure may have been a result of improper servicing and the adr faults from some other flaw. Because the cfds readout on postflt indicated a tat fault, maintenance believes the adr problems were a result of faulty input from the tat. Reporter first officer was flying at the time of the adr problem and, when all screens went blank with the only flight instruments available the standby instruments, the first officer asked the captain to turn back on the #1 adr. Turning off the #1 adr was the action which caused loss of the pfd, flight director, airspeed, altitude and autoplt. Reporter says that they were never able to get the autoplt back, but the rest of the displays appeared normal, though the aircraft was in altitude law with protections lost. The flight crew coordinated with their maintenance and dispatch. Because the WX was poor at departure airport and good at the destination airport, it was decided to continue. To date the flight crew has had no specific feedback on the exact cause of the incident.

Google
 

Original NASA ASRS Text

Title: A320 ACFT IN CRUISE HAD LOW INTEGRATED DRIVE GENERATOR OIL PRESSURE. INTEGRATED DRIVE GENERATOR WAS SECURED IN ACCORDANCE WITH ECAM PROCS. ALMOST IMMEDIATELY A 'NAV ADR 1 FAULT' ANNUNCIATED AND FLC FOLLOWED PROCS TO SELECT #3 ADR FOR CAPT'S POS. AS FLC TURNED OFF THE #1 ADR, BOTH PFD'S WENT BLANK, LOST FLT DIRECTORS, AUTOTHRUST, AIRSPD AND ALT REF. FLC SELECTED #1 ADR BACK AND DISPLAY RETURNED, BUT AUTOPLT WAS LOST. RPTR SAYS ACFT WAS IN ALT LAW WITH PROTECTIONS LOST. EMER DECLARED AND FLT CONTINUED TO DEST.

Narrative: DEPARTED MCI TO DTW. WX AT MCI RAIN, WINDS GUSTY OUT OF THE E WITH TSTMS IN THE AREA. TKOF WAS NORMAL, ALONG WITH THE CLB PHASE. UPON LEVELOFF WE RECEIVED AN INTEGRATED DRIVE GENERATOR FAULT ON THE #1 ENG (INTEGRATED DRIVE GENERATOR LOW PRESSURE). THE ECAM AND COM PROCS WERE FOLLOWED AND THE #1 INTEGRATED DRIVE GENERATOR WAS SECURED. WITHIN 1 MIN AFTER RECEIVING THE INTEGRATED DRIVE GENERATOR FAULT MESSAGE, A SECOND MESSAGE APPEARED 'NAV ADR 1 FAULT.' THE ECAM AND COM PROCS CALLS FOR THE AIR DATA SWITCH TO BE MOVED TO CAPT #3 POS.' THIS WAS ACCOMPLISHED. THE NEXT STEP IN THE PROC CALLED FOR THE #1 ADR SWITCH TO OFF, WITH THE CAPT RECEIVING AIR DATA INFO FROM ADR #3 AND THE FO TO RECEIVE AIR DATA FROM ADR #2. WHEN THIS STEP WAS ACCOMPLISHED THE CAPT AND FO PFD WENT BLANK -- IN THAT WE LOST OUR FLT DIRECTORS, AUTOTHRUST, AIRSPD INDICATOR, ALT INDICATOR. WE BROUGHT ADR #1 BACK ON LINE TO RECOVER THOSE LOST ITEMS DESCRIBED ABOVE. DISPATCH AND MAINT WERE ADVISED. THE ACFT WAS IN ALT LAW WITH PROTECTIONS LOST. AN EMER WAS DECLARED. PROCEEDED TO DTW BECAUSE THE WX THERE WAS CLR. LNDG WAS NORMAL. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR FO SPECULATES THAT, SINCE THE ACFT HAD JUST COME FROM MAINT, THAT PERHAPS THE PROBS THEY EXPERIENCED HAD SOMETHING TO DO WITH FAULTY MAINT. FOR EXAMPLE, THE INTEGRATED DRIVE GENERATOR LOW OIL PRESSURE MAY HAVE BEEN A RESULT OF IMPROPER SVCING AND THE ADR FAULTS FROM SOME OTHER FLAW. BECAUSE THE CFDS READOUT ON POSTFLT INDICATED A TAT FAULT, MAINT BELIEVES THE ADR PROBS WERE A RESULT OF FAULTY INPUT FROM THE TAT. RPTR FO WAS FLYING AT THE TIME OF THE ADR PROB AND, WHEN ALL SCREENS WENT BLANK WITH THE ONLY FLT INSTS AVAILABLE THE STANDBY INSTS, THE FO ASKED THE CAPT TO TURN BACK ON THE #1 ADR. TURNING OFF THE #1 ADR WAS THE ACTION WHICH CAUSED LOSS OF THE PFD, FLT DIRECTOR, AIRSPD, ALT AND AUTOPLT. RPTR SAYS THAT THEY WERE NEVER ABLE TO GET THE AUTOPLT BACK, BUT THE REST OF THE DISPLAYS APPEARED NORMAL, THOUGH THE ACFT WAS IN ALT LAW WITH PROTECTIONS LOST. THE FLC COORDINATED WITH THEIR MAINT AND DISPATCH. BECAUSE THE WX WAS POOR AT DEP ARPT AND GOOD AT THE DEST ARPT, IT WAS DECIDED TO CONTINUE. TO DATE THE FLC HAS HAD NO SPECIFIC FEEDBACK ON THE EXACT CAUSE OF THE INCIDENT.

Data retrieved from NASA's ASRS site as of July 2007 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.