A319 flight crew reported in the descent receiving a HYD G RSVR LO LVL ECAM resulting in the flight crew diverting to an airport with a longer runway; the flight crew landed safely at the divert airport.
Synopsis
A319 flight crew reported in the descent receiving a HYD G RSVR LO LVL ECAM resulting in the flight crew diverting to an airport with a longer runway; the flight crew landed safely at the divert airport.
Narrative
The First Officer and I were operating flight ABCD from ZZZ to ZZZ1; the First Officer was pilot flying. After beginning the descent into ZZZ1 on the ZZZZZ RNAV arrival we had a HYD (Hydraulic) G RSVR LO LVL ECAM. We checked the HYD status page and confirmed the green hydraulic quantity was indicating low and accomplished the ECAM action items. The First Officer took over flying and ATC communications. After reviewing the INOP systems on the status page we jointly came to the conclusion that without normal braking; nose wheel steering; reverser 1 or anti-skid a landing in ZZZ1 was no longer feasible and [requested priority handling] with ATC indicating we would divert to ZZZ2. I continued with the checklist to apply the landing distance procedure and reference the landing gear gravity extension checklist. I then initiated a 'dispatch call me' on the ACARS. I attempted to communicate with dispatch via ARINC but had difficulty with the patch on three different frequencies and had difficulty understanding dispatch transmissions. I was able to communicate my intentions to divert to ZZZ2 and our need to be towed to the gate. Dispatch sent a revised release to the printer. I communicated a Briefing to the flight attendants and made a PA announcement to the passengers indicating the failure; our intent to divert the aircraft to ZZZ2 and that they may see emergency vehicles upon our arrival. I decided to assume the flying pilot duties due to the INOP systems and instructed to First Officer to request a 20 mile final for the ILS Runway XXL. We configured the aircraft early and accomplished the landing gear gravity extension check list. I used idle reverse on the operational thrust reverser and was able to clear the runway with differential braking via the alternate braking system. I made a PA for passengers to remain seated and indicated we would be towed to the terminal. We ran the normal after landing flows with the exception of leaving the flaps deployed and accomplished the tow-in supplemental procedure. We then called to be towed into the gate. After all passengers had deplaned I held a debriefing with the flight attendants to ask what I could have done better or differently and inquired if they needed any help with their crew desk or accommodations.Errors we debriefed after the event included my failing to accomplish the normal flight attendant calls to prepare the cabin for landing and the chime thru 10;000 feet although the flight attendants had been preparing the cabin following the briefing. The First Officer debriefed that ATC had assigned him the ZZZZZ1 RNAV arrival and issued a descend via clearance and he wanted to confirm with me the altitude prior to setting it in the altitude window as per our SOP. I was having difficulty communicating with dispatch through ARINC at the time and while he waited for me to have a free moment the altitude was never set and the descent didn't begin until queried by ATC.
Second reporter narrative
While operating Flight ABCD from ZZZ to ZZZ1 we received an ECAM for an Hydraulic Green Reservoir Low Level. The aircraft was at FL190 on the ZZZZZ RNAV arrival when we received the ECAM. The Captain directed me to continue flying the aircraft while he accomplished the ECAM. I offered to take the radios as well to alleviate his workload. After analyzing the ECAM together we decided that landing at ZZZ1 was not possible due to the systems lost and the short runway at ZZZ1. We decided to [advise ATC]; divert to ZZZ2 due to runway length; emergency support capabilities; Maintenance and other support services. The Captain accomplished the ECAM and applied appropriate follow on procedures to include calculating landing distance. While the Captain accomplished the ECAM; I coordinated clearance with ATC our divert to ZZZ2 and passed our status and pertinent information to ATC. We were cleared direct to ZZZZZ1 and to descend via the ZZZZZ1 arrival. Upon confirmation with the Captain I requested Runway XXL since it was the longest landing runway available. Since we were above FL180 at FL190 I announced and went heads down to reprogram the FMS for the new arrival; approach and runway. The Captain was heads up; completing the ECAM and landing distance procedures while monitoring the aircraft.Upon completion of reprogramming the FMS I went heads up; the Captain had completed the ECAM; gave his brief to the flight attendants and was attempting to speak with Dispatch. Shortly after I reprogrammed the FMS; ATC/Approach then prompted us to ask if we were in the descent. We were quickly approaching ZZZZZ1 which has a top altitude restriction 16000. We were still at FL190 so I asked the Captain as pilot monitoring (PM) to set the ZZZZZ1 arrival bottom altitude of 6000 then we began the descent.Prior to and during the descent on the arrival the Captain had tried multiple times to speak to dispatch via voice but was having issues. Eventually he was able to communicate our intentions; and gain their assistance. During the descent on the arrival the Captain made an announcement on the PA to the passengers.Once the Captain was done communicating with the flights attendants; Dispatch and the passengers. He completed a new arrival briefing to include discussing the Landing Gear Gravity Extension Procedure. Once complete I transferred aircraft control to him and we ran another descent checklist.We requested and received a 20 mile final to Runway XXL and during the base turn I accomplished the Landing Gravity Extension Procedure. We landed on Runway XXL uneventfully and the Captain was able to taxi the aircraft off the runway via differential braking. Once on the taxiway we coordinated for a tow in and accomplished the appropriate checklists.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.