A320
Workload; Distraction; Troubleshooting
Aircraft Equipment Problem Less Severe
Air Traffic Control Provided Assistance; Flight Crew Diverted; Flight Crew Landed As Precaution
Aircraft
At this time I was Pilot Monitoring; about an hour into the flight Captains (CA)s Primary flight Display (PFD); Navigation Display (ND); and either the upper Electronic Centralized Aircraft Monitor (ECAM) or lower System Display (SD) flickered.  We looked in QRH and made a note of it.  Approximately 30 minutes later his screens flickered again as well as ELEC GEN 1 FAULT ECAM caution message.  ECAM action and QRH procedures were completed and GEN 1 was reset and operating normally.  10 minutes later ELEC GEN 1 FAULT ECAM reappeared and CA assigned me Pilot Flying with radios while he completed ECAM Action and QRH procedures which included starting the APU.  Once complete; I sent ACARS message to dispatch and maintenance regarding the ECAM and requesting fuel burn with APU in continuous operation.  CA called A Flight Attendant (FA) up and told her what was going on.  She said passengers were complaining that wifi was not working and galley and cabin lights were flickering.  10-15 minutes later ELEC IDG 2 OIL LO PR; ECAM Caution message appeared.  CA assigned me pilot flying from that point until landing.  ECAM action required resetting or disconnecting IDG 2; with GEN 1 offline this would give us only our APU GEN and RAT and Batteries as back up.  We briefly discussed the ECAM action when ELEC GEN 2 FAULT ECAM caution message appeared.  CA completed ECAM action as we confirmed IDG 2 DISCONNECT.  It was discussed and agreed on that ZZZ would be our nearest suitable diversion airport.  We tried contacting maintenance and Dispatch but ACARS was not working.We asked center to relay message regarding our diversion to dispatch.  ZZZ ops was contacted.  After numerous ECAM and System displays were reviewed and cleared; we reviewed overweight landing QRH and runway distance required.  CA briefed FA/passengers and descent/approach checklist and flows completed.  We flew flaps full approach to overweight landing at approx 148;000 lbs touching down at less than 200 FPM to manual breaking.
About an hour into flight Caps Navigation Display (ND) and Primary flight Display (PFD) flickered momentarily. Several minutes later the GEN 1 fault light started to flicker and reports from cabin lights flickering and internet inoperative. Electronic Centralized Aircraft Monitor (ECAM) GEN 1 fault. Reset Gen 1 and returned to normal for a few minutes. ECAM Gen 1 fault and Gen 1 would not reset. Started APU and advised maintenance and dispatch. Intended to continue to ZZZ1 using APU as backup Generator. Requested new fuel burns from dispatch and assessed possible fuel stop. ECAM ELEC IDG 2 low oil pressure. First Officer (FO) now flying pilot. GEN 2 still operating normally. ECAM directed IDG 2 disconnect. All electrical parameters were normal with no overloads or overtemps and all busses powered. We decided not to disconnect IDG 2 to prevent single generator operation if possible. GEN 2 fault light began to flicker followed shortly by GEN 2 failure. Autopilot disconnected and autothrust failed followed by multiple ECAMS and system malfunctions. Autopilot re-engaged but autothrust remained inoperative for remainder of flight. FO assumed all flying and ATC duties while I worked through ECAM and system failures. Requested clearance to ZZZ2 160 miles to the Northwest.GEN 2 would not reset. Tried again to reset GEN1 to try to get a second Gen online. Both GEN 1 and GEN 2 completely inoperative. With GEN 2 inoperative and no reason to leave the Integrated Drive Generator (IDG) connected - confirmed guarded IDG2 disconnect with FO and disconnected IDG 2 as directed by ECAM.After completing all remaining ECAMS we had 2 pages of system failures and inoperative components including:complete Blue system hydraulic failure; N1 degraded mode on both engines; #1 reverser inoperative; Slats slow; and multiple overhead and panel switch lights inoperative making it difficult to know switch positions and status. Also at some point we lost AC bus 1 and TR 1and that bus and TR remained unpowered at gate even with external power connected. ZZZ2 maintenance was not able to reset AC bus 1 or TR1.We also lost ACARS and cockpit cell/internet phone so were not able to contact dispatch in flight. Asked ATC to relay our status to dispatch via telephone and called ZZZ2 ops on VHF radio to advise we were landing MSP. Briefed Flight Attendants (FA)s and Passengers to expect normal landing. Discussed approach and landing with FO including overweight landing requirements aircraft and go-around capabilities and contingencies such as possible emergency electrical configuration. ZZZ2 weather was VFR and FO approach and landing were normal.
An A-320 aircrew lost both engine driven electrical generators. They were unable to reset either one and elected to divert. They landed uneventfully at the diversion airport.