A319
Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 130
Aircraft Equipment Problem Less Severe
Flight Crew Diverted; Flight Crew Landed As Precaution; Flight Crew Landed in Emergency Condition
Aircraft
Normal preflight/ walk around. Noted CF Item on MRD in regards to NLG strut pressure maintenance inspection. No other noteworthy items. Normal taxi out; normal takeoff. Upon gear retraction; immediately received landing gear shock absorber fault. Continued to climb at 220kias and 3000msl. Notified ATC that we had a problem with landing gear. Requested maneuvering space and intentions to divert to ZZZ. AP1/2 inop; FD1/2 inop. FO followed ECAM/QRH procedures. Procedure directed crew to leave gear extended. Control transfer to FO. Captain contacted dispatch/Maintenance Control. Decision made to not troubleshoot issue. Divert options discussed. Over 4 hours FOB. Based on our position from ZZZ and ZZZ1; 85nm and 120nm respectfully; decision made with Dispatcher concurrence to divert to ZZZ1. ATC coordinated a climb to 11000 MSL and gave us a direct course to ZZZ1. All applicable diversion items accomplished in the FOM QRH. Landing performance; weights; and Go Around gear extended performance; Notams; etc. MCDU reprogrammed for new destination. Approach loaded for Runway XXR. FO pilot flying; CA pilot not flying. Nav mode/course line was continuously intermittent on navigation display and FCU. MCDU/approach 'activated and confirmed.' MCDU flight plan data went nuts including ACARS INIT. Box was completely reloaded ACARS manual INIT; and DIFRIPS; at least 3 times. MCDU would populate and then dump. Approximately 30 miles from ZZZ1 with no NAV Data or ability to populate V speeds; we requested a delay vector from ZZZ1. In the meantime we had some type of pitot static ECAM that was intermittent and unable to recall on the EFIS. We continued multiple attempts to gain performance data; to no avail. dispatch/Chief Pilot; [name omitted]; was contacted again for manual approach/CMS; flaps retract; slat retract speeds since we were close to ZZZ1 and pitot static ECAM had appeared; but had disappeared automatically. The reluctance to get the speeds from FM was discussed but since I deemed that we were time critical; [name omitted] got this numbers for us and I set the bugs. All speeds were bugged; standby NAV setup and engaged. MCDU still unable to accept data.Approach and GA contingencies briefed. Rollout contingencies briefed; all checklist completed. Controls transferred back to Captain for the landing. Raw data; hand flown; Standby NAV in visual conditions ILS flown. Uneventful landing and rollout. Aircraft stopped on runway; Captain performed steering and controllability checks at slow taxi speeds to ensure NWS control. All NWS functions operated normal. Taxi in; shutdown procedures all normal. Unable to recall any ECAMS using the RCL button on console. Captain/FO debriefed flight and recreated and recorded the events on paper. FO completed post flight walk-around. Nothing abnormal was seen or noted on the external post flight inspection. Pilots taken to ZZZ1 [maintenance]; maintenance personnel were debriefed. Captain wrote up 8 MRMs on the maintenance computers. No further entries.
On takeoff the L/G SHOCK ABSORBER FAULT ECAM presented shortly after rotation and after the 'Gear up' Call had been made. When the gear handle was moved to the up position; the gear did not retract. The gear handle was moved back to the down position as directed by the ECAM and the gear down locked. A secondary issue that needed management was that the FDs; Automation; and FMGCs were all intermittent. The flight plan and initialization information dropped out of the system multiple times; and all landing performance information had to be obtained via dispatch. On landing in the diversion station of ZZZ1; the FMGCs were completely useless. A hand flown raw data ILS was used to back up the visual approach. The aircraft landed and taxied off of the runway normally.
A319 flight crew reported they received L/G SHOCK ABSORBER FAULT after takeoff and the landing gear did not retract. Crew diverted to a nearby suitable airport.