2022-05 · NASA ASRS report 1897776
A320 flight crew reported a Green Hydraulic System Reservoir Overheat light illuminated in flight. The flight crew performed the QRH procedures and secured the Green system Pump. The flight crew requested priority handling and reactivated the Green System Pump closer to the destination airport to conduct a precautionary landing.
When reviewing the flight plan paperwork; I saw there was an Inbound write up for the Green Hydraulic System Reservoir Overheat. The plane came in the night before; and this write up was cleared. It was the first flight of the day for this airplane. On taxi out; all systems operated normally. We had a delay on the ground for flow into ZZZ. So we had about a 25 minute taxi. Everything was operating normally until we leveled off at FL360; about 30 minutes after takeoff. Shortly after that; we got a ding. Looked over and saw Hydraulic: G RSVR OVHT ECAM (Electronic Centralized Aircraft Monitor). Captain divided task by having me fly and do the radios; and he will deal with the ECAM. The ECAM directed us to turn off the PTU (Power Transfer Unit) and Green Hydraulic Pump. We verified each switch before selecting it off. We went over they system pages; and talked about what systems were lost. The CA then went into the QRH (Quick Reference Handbook). The QRH had a statement to restore the lost system once it was no longer overheated. Also the QRH noted that we could have a 10% higher burn due to spoiler float. We took the burn to destination then added 10% subtracted that from our FOB. We felt we would still land in ZZZ with plenty of gas. Then the CA notified dispatch; and got a frequency to talk to Maintenance Control. We all agreed that continuing to ZZZ was the best course of action. After about 6 minutes; I noticed the fault had cleared. Since the Green system has landing great extension; nose wheel steering; normal breaking; thrust reverser 1; and 2 spoilers on it; we felt trying to restore the system closer to the airport was the safest option. We were concerned if we restored the system too early; it would overheat again on approach. We advised center of our situation; and requested priority handling.With a little less than an hour left; we started briefing. We started talking about all the threats we would have if the system was not restored. We talked about gravity extension; longer landing distance; not being able to steer off the runway. We talked about if we had to go around; we would not be able to retract our gear. That meant higher fuel burn coming back to land. We decided on downwind trying to restore the green system would be the best place; because if it did not restore we would have plenty of time to notify ATC we will be needing a tug and perform the gravity gear extension procedure. We decided to Configure early if the system restored In case it would over heat again. Talked about if the system over headed again on final approach after configuring; what we would do. We had two jump seaters; and we asked them if they had any other suggestions or they agreed with our plan of action. They agreed with our plan; and provided some concerns to keep in mind. We told ATC we will need XXL for landing; because it was the longest runway. Told ATC we will need ARFF (Airport Rescue and Firefighting) standing by; and notified them of potentially needing to be towed off the runway. After we were done briefing; the CA took over flying the airplane. When abeam the field; we were able to restore the Green system. Made a normal approach and landing. We are able to taxi off the runway and to the gate on our own power. Maintenance met us at the gate; and we told them of the issues. They informed us that this has been a reoccurring issue over the past several days. Great teamwork; workload management; and communication lead this event to be a successful outcome.
Shortly after reaching cruise altitude; we received an ECAM for a Green Hydraulic System Reservoir Overheat. We referenced the overhead panel and confirmed the associated fault light illuminated. After passing Flying Pilot duties to the first officer; I initiated the steps associated ECAM. Simply stated; the Green Hydraulic System was isolated (PTU Off) and secured (Engine Pump Off). The Fault light remained illuminated; and the Overheat Indication was noted. The two remaining hydraulic systems (Blue and Yellow) sustained all hydraulic needs at cruise flight. Our next step was to complete the QRH and calculate the associated Non-Normal Performance Landing Distance. Both tasks were accomplished. The First Officer and I had a quick discussion regarding our options on this short flight. After building a game plan; I queried Dispatch to Call Me and asked them to bring Maintenance Control on the line. We discussed the Hydraulic non normal and the associated re-occurring maintenance history that had been reviewed with the Flight Plan and Maintenance Release in ZZZ1. We advised that the Fault light had extinguished (approximately 6 minutes) and the hydraulic reservoir temperature had cooled to the point the system was no longer exceeding temperature limits. Noting this condition; the First Officer; Maintenance Control and I all agreed that the QRH procedure for attempting to restore Green Hydraulic power prior to arrival would be an option. Dispatch was then engaged regarding our flight and continuing to ZZZ. While this was my preference; I included the dispatcher in the conversation and confirmed they had no objection to this course of action. At this point the call concluded and we agree to stay in communication via ACARS.An ELB entry was made to document the non-normal and support Maintenance Control's phone call to ZZZ Maintenance advising them of our inbound aircraft and situation. At this point the approach briefing was conducted. The briefing outlined our plan to attempt green system restoration in the terminal area and continue with green system pressure for a normal landing. Alternatively; we brief that if the system could not be restored; we would proceed with a manual gear extension; loss of spoilers 1/5 on landing; loss of normal breaking; nose wheel steering; #1 Thrust Reverser (etc...). The approach briefing was conducted; and we engaged our two jump seating Company pilots who were in the flight deck commuting home to ZZZ. Both offered their thoughts and suggestions to enhance our game plan. Additionally; the jump seating pilots switched seats to allow the jump seating pilot with previous Airbus experience to occupy the primary (center) jump seat. I handed the jump seater my QRH to back up the First Officer in the event additional checklists were required in the terminal area (I.E.: Manual Gear Extension). Lastly; we as a crew did a preliminary review of the manual gear extension procedure should hydraulic system restoration be unsuccessful.Our flight requested priority handling with ZZZ Center and advised them of our Hydraulic System condition; our desire to attempt restoration prior to landing; Fuel; SOB and Dangerous Goods. Additionally; we informed them we required Runway XXL for arrival and that we may or may not have nose wheel steering on arrival depending on the outcome of our system restoration attempt. An ACARS was sent to Dispatch advising of our request for priority handling. The Flight Attendants were apprised next with a test Briefing and advised of the situation and game plan. Lastly; I made an announcement to the passengers advising them of the situation and thanked them for flying with us. At this point I assumed the flying pilot duties again and the First Officer resumed pilot monitoring duties. ATC shortened our routing; removed all airspeed constraints and we initiated our descent for the ZZZ Airport. While on the downwind course at approximately 8;000 feet; we executed the QRH procedure to restore the Green System as the overheat condition was no longer present. Fortunately; the system restoration was successful and the green system was restored to 3;000 psi. The aircraft was configured normally and continued a normal landing without further hydraulic issues or overheat indications. The aircraft was met by ARFF on arrival and they proceeded to followed our aircraft to the gate. The aircraft taxied to the gate under it's own steering and power. After block in; the flight was debriefed with the First Officer and Jump seaters. After deplaning; I had a debrief conversation with our purser and thanked them for their assistance. Lastly; Company maintenance boarded the aircraft for a debrief of the hydraulic reservoir overheat and system restoration.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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