Narrative:

During climbout at approximately FL200; we received an ECAM warning for FMS 1 and FMS 2 operating independently; after verifying that we were on course; I noticed that while my flight director was showing what I would normally expect to see; the co-pilot's flight director was showing a commanded turn to the left. I selected the #2 autopilot to verify which course it would follow. It immediately disconnected the autopilot and ECAM showed: aileron 1 and aileron 2 fault; alternate law and the associated list that appears with the alternate law condition. The first officer ran the QRH and ECAM while I flew the airplane. We continued to fly on course while completing the checklists and advised center that we may be returning to our departure airport. After the ECAM and QRH were complete; I asked the first officer to send dispatch an ACARS message to let them know of our condition; that we were returning and that we would need to land overweight or burn some fuel. The aircraft was maneuvering and handling fine so I elected to ask for a hold so we could burn some fuel and discuss the approach; landing; landing distance requirement; direct law; brief the flight attendants and passengers; call operations for a gate assignment; etc. We made a couple turns in holding patterns while doing so. Dispatch advised ok to land overweight. ATC asked for the exact nature of the reason for returning and asked if we wanted the crash/fire/rescue standing by. We did not declare an emergency because the back-up systems were working so well and the aircraft was handling very well. We did have the trucks waiting because it's better to have them and not need them than to need them and not have them. We determined that our landing vref speed would be 143 based on our landing weight of 146;400. I elected to use auto brakes medium and ECAM directed us to use flaps 3. We touched down with a descent rate of 100 FPM and the auto brakes grabbed harder than what I would have liked but overall; an uneventful landing. We taxied to the gate. Upon engine shutdown; elac [elevator aileron control] 1 showed a failure. It did not show the indication during flight. Maintenance replaced the elac and also replaced FMGC 2 in about 1 1/2 hours and we were back in business.

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Original NASA ASRS Text

Title: An A319 flight crew was confronted with FMC and ELAC system failures and returned to their departure airport.

Narrative: During climbout at approximately FL200; we received an ECAM warning for FMS 1 and FMS 2 operating independently; After verifying that we were on course; I noticed that while my flight director was showing what I would normally expect to see; The Co-pilot's flight director was showing a commanded turn to the left. I selected the #2 autopilot to verify which course it would follow. It immediately disconnected the autopilot and ECAM showed: Aileron 1 and Aileron 2 fault; Alternate Law and the associated list that appears with the Alternate Law condition. The First Officer ran the QRH and ECAM while I flew the airplane. We continued to fly on course while completing the checklists and advised Center that we may be returning to our departure airport. After the ECAM and QRH were complete; I asked the First Officer to send Dispatch an ACARS message to let them know of our condition; that we were returning and that we would need to land overweight or burn some fuel. The aircraft was maneuvering and handling fine so I elected to ask for a hold so we could burn some fuel and discuss the approach; landing; landing distance requirement; direct law; brief the Flight Attendants and passengers; call operations for a gate assignment; etc. We made a couple turns in holding patterns while doing so. Dispatch advised OK to land overweight. ATC asked for the exact nature of the reason for returning and asked if we wanted the crash/fire/rescue standing by. We did not declare an emergency because the back-up systems were working so well and the aircraft was handling very well. We did have the trucks waiting because it's better to have them and not need them than to need them and not have them. We determined that our landing Vref speed would be 143 based on our landing weight of 146;400. I elected to use auto brakes Medium and ECAM directed us to use flaps 3. We touched down with a descent rate of 100 FPM and the auto brakes grabbed harder than what I would have liked but overall; an uneventful landing. We taxied to the gate. Upon engine shutdown; ELAC [Elevator Aileron Control] 1 showed a failure. It did not show the indication during flight. Maintenance replaced the ELAC and also replaced FMGC 2 in about 1 1/2 hours and we were back in business.

Data retrieved from NASA's ASRS site as of April 2012 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.