Narrative:

We first received an ECAM message that the number 1 ILS had faulted. We wrote that up. Then later; we received an ECAM message that flight cntl flap 1 system fault. The first officer ran the QRH for that. The QRH stated that the flaps would move slowly. We sent messages for each of the faults that we received. I decided that I was going to need more time on final to get configured; so I asked the first officer to [advise ATC]. He didn't think we needed to; but he did so because I asked. Shortly after we received a third ECAM; GPWS fault. That QRH called for pulling circuit breakers. I decided that we were too low to the ground to start pulling circuit breakers. It was day VMC. I briefed the fas. I sent dispatch a message. I made sure I transferred controls to the first officer so that someone was flying the plane. I made a PA to the passengers. We were about 15000 feet by the time all that was done. ATC vectored us for a 20 mile final. We were cleared for the visual approach. There was traffic next to us on final; so I asked the first officer to turn the transponder to TA. We landed uneventfully. The flaps seemed to work just fine. When we got to the gate; we thought we were taking the plane back out; so the first officer went out and did a walk around. During that walk around; hydraulic fluid was found dripping from the nosewheel doors. I did not write that up because maintenance had already come on the plane and was troubleshooting. We swapped aircraft and went to the next flight. The only deviation I made from the QRH was not resetting the circuit breakers. And; like I stated above; doing that when below 10;000 AGL just didn't seem prudent.

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Original NASA ASRS Text

Title: A320 flight crew reported receiving a #1 ILS fault then a FLT CNTL FLAP 1 SYS fault and a third GPWS fault. A normal approach and landing ensued.

Narrative: We first received an ECAM message that the number 1 ILS had faulted. We wrote that up. Then later; we received an ECAM message that FLT CNTL FLAP 1 SYS Fault. The FO ran the QRH for that. The QRH stated that the flaps would move slowly. We sent messages for each of the faults that we received. I decided that I was going to need more time on final to get configured; so I asked the FO to [advise ATC]. He didn't think we needed to; but he did so because I asked. Shortly after we received a third ECAM; GPWS Fault. That QRH called for pulling circuit breakers. I decided that we were too low to the ground to start pulling circuit breakers. It was day VMC. I briefed the FAs. I sent dispatch a message. I made sure I transferred controls to the FO so that someone was flying the plane. I made a PA to the passengers. We were about 15000 feet by the time all that was done. ATC vectored us for a 20 mile final. We were cleared for the visual approach. There was traffic next to us on final; so I asked the FO to turn the transponder to TA. We landed uneventfully. The flaps seemed to work just fine. When we got to the gate; we thought we were taking the plane back out; so the FO went out and did a walk around. During that walk around; hydraulic fluid was found dripping from the nosewheel doors. I did not write that up because maintenance had already come on the plane and was troubleshooting. We swapped aircraft and went to the next flight. The only deviation I made from the QRH was not resetting the circuit breakers. And; like I stated above; doing that when below 10;000 AGL just didn't seem prudent.

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.