A319
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued New Clearance; Air Traffic Control Provided Assistance; Flight Crew Landed As Precaution; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Returned To Departure Airport
Aircraft; Human Factors
During climb out; we got an FMS/GPS position disagree; within a couple of minutes after that the [auto throttles] got disconnected as well as the flight director and autopilot. While checking the position; we realized that IRS 2 was missing almost at the same time that the ECAM with NAV IR 2; showed up. It also looked that IRS 1 was getting lost too. We advised departure control that we had a navigational problem; and that we were probably wanted to come back and land; I continued as the flying pilot while the captain talked with dispatch and [maintenance] about the problem. The decision was made to return to the airport; it was a VFR day in ZZZ and we got vectors for a visual approach to RWY 28C; that we backed up with a manually tune ILS; landed without any incident and taxied back to the gate. It was a mechanical issue; loss of IRS 2; no navigation; return to the airport. I would have taken a little bit more time looking at the QRH for any follow ups. We missed the fact that GPWS was going to overreact at landing; and it became a little bit of a nuisance at short final; it says clearly on the QRH. [L]uckily it was a beautiful day in ZZZ. [A]lso once we landed we taxied back to the gate; we were rush to change airplanes and take the flight again; without the Captain having any time to make a write up about the problem in the logbook or any follow up of the problem.
I was Captain as the pilot monitoring. During the departure climb the aircraft had a failure of IRS 2 navigation along with increasing navigation position error of IRS 1. I called our dispatcher via the crew phone and discussed our navigation system failures along with no operating auto pilot; auto thrust or flight director and for these reasons wanted to return to departure airport. The dispatcher agreed; and he said he would inform station operations of our return. I talked with our flight attendants and explained our need to return with a 'precautionary landing'. The number 1 flight attendant offered to make an announcement to the passengers; and I accepted his assistance in informing the passengers. I then [requested priority handling] with departure and stated our request to return. We were given radar vectors to a visual approach and backed up our visual approach with manual tuning of the ILS. After landing; responders did a visual inspection of the outside aircraft; and followed the aircraft as we were given taxi clearance back to the gate. The first task for my FO (First Officer) and me upon arriving back at the gate was to debrief two company maintenance employees as to the navigation errors and system failures we had just experienced. I talked with customer service and our passengers as to our need for the return and to find a follow up aircraft to fly. I made a second call to our dispatcher and confirmed our return; and was informed that the company was working on a second aircraft to complete our flight. Before leaving the gate; I called the duty pilot in an effort to obtain assistance on the logbook write-up after [requesting priority handling]. The duty pilot was not available; so I left a message that was returned about 4 hours later. We departed with a second aircraft with all the passengers from our previous flight. My First Officer did an outstanding job flying the aircraft with only raw data; and my flight attendants did an outstanding job fulfilling their duties.
A319 flight crew reported navigation system failure during climb.