Narrative:

Took off and encountered a mau [modular avionics unit] 3A failure at cruise in IMC about 8 minutes prior to top of descent. The first officer was the pilot flying when the failure occurred. Initial indication of the failure was of the a/P failing (aural warning; master warning; EICAS message); failure of the autothrust (aural warning; master caution; EICAS message) and flight director failure. We received the stick shaker anticipated master caution and EICAS (due to failure) while at 290 KIAS followed by FMS position and GPS 2 on mcdu 2 with associated indications of position failure/FMS2 failure on the MFD2. We also lost ACARS initially with a datalink no com message in the scratchpad. The EICAS message mau 3A fail EICAS was also present and eventually the root cause for the multiple failures. Having had a similar failure last week and knowing the implications; I advised ATC and had the first officer continue to fly an assigned heading and altitude. Weather was last reported; prior to TOD; 1/4sm. We were luckily set up and briefed for the arrival and approach prior to failure. I was actually on the inter phone with the F/A1 when the failures occurred to brief her on the autoland procedures due to the low visibility. Seeing that the weather was below CAT 1 initially; we needed more time to think and come up with a plan. We slowed down to 250 to increase time (task loading) and save fuel. After running the QRH; we were able to better analyze the situation and what was permanently failed and what we got back. We communicated very well and hats off the first officer for his ability to fly; talk on the radio and stay engaged. We switched the FMGC source to captain and were able to regain the auto pilot channel 1 and autothrust channel 1. I was able to finally get through arinc to dispatch to come up with a plan. ATC was able to issue an updated special weather report with ceiling and vis above CAT1 and the dispatcher and I agreed to continue to with plan B being a diversion to ZZZ1. Emergency vehicles were asked to standby and we landed safely. Flight attendants were briefed on the failure with 20 minutes to land with a normal landing anticipated. The passengers were given the same information and a heads up of the emergency vehicles standing by as a precaution. We arrived at our assigned gate and maintenance promptly met the aircraft. Failure of avnx mau 3A. With this failure being the second I have had in one week and the severity of complications potential from this failure; I would suggest a flight bulletin and/or increased training on this type of failure.

Google
 

Original NASA ASRS Text

Title: EMB190 flight crew reported a modular avionics unit failure that affected avionics on the First Officer's side. The Captain stated it was the second MAU 3a failure he had experienced in one week.

Narrative: Took off and encountered a MAU [Modular avionics unit] 3A Failure at cruise in IMC about 8 minutes prior to top of descent. The F/O was the pilot flying when the failure occurred. Initial indication of the failure was of the A/P failing (Aural Warning; Master warning; EICAS MSG); failure of the autothrust (aural warning; master caution; EICAS MSG) and flight director failure. We received the stick shaker anticipated master caution and EICAS (due to failure) while at 290 KIAS followed by FMS POS and GPS 2 on MCDU 2 with associated indications of position failure/FMS2 failure on the MFD2. We also lost ACARS initially with a datalink no com message in the scratchpad. The EICAS message MAU 3A Fail EICAS was also present and eventually the root cause for the multiple failures. Having had a similar failure last week and knowing the implications; I advised ATC and had the F/O continue to fly an assigned heading and altitude. Weather was last reported; prior to TOD; 1/4sm. We were luckily set up and briefed for the arrival and approach prior to failure. I was actually on the inter phone with the F/A1 when the failures occurred to brief her on the autoland procedures due to the low visibility. Seeing that the weather was below CAT 1 initially; we needed more time to think and come up with a plan. We slowed down to 250 to increase time (task loading) and save fuel. After running the QRH; we were able to better analyze the situation and what was permanently failed and what we got back. We communicated very well and hats off the F/O for his ability to fly; talk on the radio and stay engaged. We switched the FMGC source to CAPT and were able to regain the auto pilot channel 1 and autothrust channel 1. I was able to finally get through ARINC to dispatch to come up with a plan. ATC was able to issue an updated special weather report with ceiling and vis above CAT1 and the dispatcher and I agreed to continue to with plan B being a diversion to ZZZ1. Emergency vehicles were asked to standby and we landed safely. Flight attendants were briefed on the failure with 20 minutes to land with a normal landing anticipated. The passengers were given the same information and a heads up of the emergency vehicles standing by as a precaution. We arrived at our assigned gate and maintenance promptly met the aircraft. Failure of AVNX MAU 3A. With this failure being the second I have had in one week and the severity of complications potential from this failure; I would suggest a flight bulletin and/or increased training on this type of failure.

Data retrieved from NASA's ASRS site 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.