Narrative:

This flight suffered three separate system faults as indicated on the ECAM beginning shortly after takeoff. Upon turning off the wing anti-ice system the right wing anti-ice valve failed to close resulting in an ECAM message. No action was required and we determined that wing anti-ice was available and would need to be turned on for the approach; where icing conditions were reported; in order to prevent asymmetric deicing of the wings. This fault was a recurring write-up on this aircraft. The fault was reported to maintenance via ACARS and dispatch was contacted to clarify the 'thrust limit penalty' indicated on the ECAM. Shortly after resolving the above matter the ECAM indicated a bscu 1 fault. Using the system fault reset section of the flight manual this fault was cleared and no further action was required. At gear extension on the approach to runway X the bscu 1 fault reoccurred along with an lgciu 2 fault. A go-around was executed due to the loss of the #2 thrust reverser associated with the lgciu 2 fault. Runway X was reported to have poor braking and to be contaminated with several inches of dry snow and we did not feel it appropriate to attempt a landing with the reverser inop. We also needed time to trouble shoot the ECAM faults and to assess our options. The bscu 1 fault and lgciu 2 fault could not be resolved using either the system fault reset or irregular procedure sections of the FM and were reported to maintenance via ACARS. Out of concern for possible deteriorating runway conditions; understanding the implications of any further failures and recognizing the onset of fatigue after an extraordinary work load while on duty more than 12 hours I declared an emergency with ATC. Dispatch was informed of this via ACARS message. The passengers and flight attendants were advised of our situation and the flight attendants were given a cabin advisory. We determined that a safe landing was possible on a runway of appropriate length with good braking action. Approach advised that runway yr was open and met our criteria and we set up and briefed for the ILS to Y. Shortly after being vectored onto the localizer by ATC the localizer signal went off the air and we were forced to abandon this second approach. The localizer signal was restored a short time later and we were vectored back for another approach attempt. The approach was normal and we landed using medium auto-brakes and idle reverse on the left engine.

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Original NASA ASRS Text

Title: An A320 had a wing anti-ice valve fail open after takeoff then the BSCU and LGCIU ECAM alerted during approach. The BSCU reset but the LGCIU remained on and after two go arounds the fatigued crew declared an emergency and landed safely.

Narrative: This flight suffered three separate system faults as indicated on the ECAM beginning shortly after takeoff. Upon turning off the wing anti-ice system the right wing anti-ice valve failed to close resulting in an ECAM message. No action was required and we determined that wing anti-ice was available and would need to be turned on for the approach; where icing conditions were reported; in order to prevent asymmetric deicing of the wings. This fault was a recurring write-up on this aircraft. The fault was reported to maintenance via ACARS and dispatch was contacted to clarify the 'thrust limit penalty' indicated on the ECAM. Shortly after resolving the above matter the ECAM indicated a BSCU 1 fault. Using the System Fault Reset section of the flight manual this fault was cleared and no further action was required. At gear extension on the approach to Runway X the BSCU 1 fault reoccurred along with an LGCIU 2 fault. A go-around was executed due to the loss of the #2 thrust reverser associated with the LGCIU 2 fault. Runway X was reported to have poor braking and to be contaminated with several inches of dry snow and we did not feel it appropriate to attempt a landing with the reverser inop. We also needed time to trouble shoot the ECAM faults and to assess our options. The BSCU 1 fault and LGCIU 2 fault could not be resolved using either the System Fault Reset or Irregular procedure sections of the FM and were reported to maintenance via ACARS. Out of concern for possible deteriorating runway conditions; understanding the implications of any further failures and recognizing the onset of fatigue after an extraordinary work load while on duty more than 12 hours I declared an emergency with ATC. Dispatch was informed of this via ACARS message. The passengers and flight attendants were advised of our situation and the flight attendants were given a Cabin Advisory. We determined that a safe landing was possible on a runway of appropriate length with good braking action. Approach advised that Runway YR was open and met our criteria and we set up and briefed for the ILS to Y. Shortly after being vectored onto the localizer by ATC the localizer signal went off the air and we were forced to abandon this second approach. The localizer signal was restored a short time later and we were vectored back for another approach attempt. The approach was normal and we landed using medium auto-brakes and idle reverse on the left engine.

Data retrieved from NASA's ASRS site as of April 2012 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.