Date: 201201
Local time of day: 0601-1200
Location: ZOB.ARTCC, OH
Flight conditions: VMC
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZOB
ATC / advisory: Center ZOB
Aircraft component: FMS/FMC
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: Pilot Flying; First Officer
Reporter qualification: Flight Crew Air Transport Pilot (ATP); Flight Crew Multiengine
Human factors: Human-Machine Interface; Troubleshooting
Second reporter function: Captain; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Air Traffic Control; Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Issued Advisory / Alert; Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Clearance; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Given direct BSV by PIT Departure Control; and then turned over to CLE Center. While changing to 29.92 I noticed the airspeed did not appear to be responding properly; yet the pitch and directional bars showed proper indications. About that time CLE asked us if we were given a heading; we told him no. My ND; which had been showing on course; now showed off course; the Captain's showed right of course. I corrected back to course. There were no ECAM's or scratch pad messages at this time. We were then turned over to another controller. At about the same time; we got an ECAM; CAB PR LDG ELEV FAULT. Capt handled the ECAM and I flew. While handling the ECAM we were comparing the ND's. Captain's ND showed us off course; to the right (again) and mine showed us on course. We queried ATC and he said we were off course. We switched autopilots to AP1; which seemed to be working fine and the AC returned to course. We then received a scratch pad message; Independent Operation. Since everything now seemed to be operating normally we determined we could safely navigate to destination. We used FMGC 1; a DR log; High Altitude charts and ATC to verify our position with every controller change. No further course issues noted. Maintenance and Dispatch were notified. ND 2 had lost all route data. Captain's all seemed fine. We were unable to access MCDU 2 and pages would display randomly. We did notice a difference in time; distance; and fuel between the MCDU's periodically. The aircraft was not off course during the rest of the flight till short final. On final all speed tape information was lost and nothing could be manually set. The FD didn't indicate a turn to the runway as all approach data was lost on short final. However; as noted; we were already on final so elected to continue using visual references and typical approach speed of about 140 KTS for this airplane and weight. No further incident.


Second narrative: I looked at my ND and it showed right of course; the First Officers ND showed on course. The First Officer corrected and we went direct MAYZE. There were no ECAM's or scratch pad messages at this time. We were then turned over to another controller. At about the same time; we got an ECAM; CAB PR LDG ELEV FAULT. I handled the ECAM. Since this ECAM is usually associated with a FMGC fault; we started comparing the ND's. My ND showed us off course; to the right; the First Officer's ND showed us on course. We queried ATC and he said we were off course. AP1 was selected and the aircraft returned to course. We then received a scratch pad message; Independent Operation. We used FMGC 1; a DR log; high altitude charts and ATC to verify our position. We consulted the Flight Operations Manual to see if there were any changes that we might have missed in regards to reporting a navigation error. During the flight; ND 2 lost all route data. We were unable to access MCDU 2 and pages would display randomly. We did notice a difference in time; distance; and fuel between the two MCDUs. The aircraft was not off course during the rest of the flight till short final. Then; the managed speed went to 260 KTS; back to 190; then back to 260. We were unable to select a speed. All speed tape information was lost; Vapp; F etc. For a moment; I think even stall protection was lost. The FD wouldn't give a turn to the runway. I waited at the gate for a mechanic and gave him a briefing on what had occurred.


Synopsis: A319 flight crew experiences navigational difficulties and eventual FMGC failure during climb. During approach the second FMGC fails removing all FMGC calculated speeds from the airspeed tape. The crew takes over manually and using a typical approach speed of 140 KTS; lands safely.