2025-12 · NASA ASRS report 2322396
A319 flight crew reported hydraulic system failure on short final approach. Flight continued to a safe landing.
Prior to the event; the flight had progressed normally. The weather at ZZZ was VFR. ZZZ Approach gave us a westerly heading and pointed out the airport direction and distance. The Captain; who was Pilot Flying for this leg; verified he had the field in sight; as did I. I notified Approach that we had the field visually and we were cleared for the Visual Approach Runway XXL. The Captain maneuvered the aircraft to join the Final Approach Course outside of the Final Approach Fix; ZZZZZ. The Visual Approach was being backed up by the ILS; and the FMC was set up to join the ILS; with the autopilot engaged. Prior to ZZZZZ Intersection; the aircraft was configured for landing. ZZZ airport is noted in our Company Pages; on Jeppesen; for having Final Approach Fixes close to the runway. In the case of Runway XXL; ZZZZZ is only 3NM from the runway. I don't remember if this point was mentioned in our Arrival Briefing; but having been to ZZZ recently; I was aware and comfortable.As stated; the aircraft was configured for landing before 1;000' AGL; and stable as we passed ZZZZZ and we had completed the Before Landing Checklist. By this point on the Visual Approach; we had already been handed off to ZZZ Tower and were Cleared to Land on Runway XXL.Passing through about 800' AGL; we received a Master Caution associated by the ECAM: HYD Y SYS LO PRES.The Captain announced; My Aircraft". I read the ECAM; "HYD Y SYS LO PRES". At this point; we were passing through about 700' AGL.The Captain stated; "I'm landing". At this point; as Pilot Monitoring; I assisted the Captain in ensuring the approach remained stable; including making the 500' Callout; "Stable; Target; Sinking (I believe we around 700fpm). An Emergency was not declared.My quick evaluation at this point was that we were fully configured to land and we were stable. Additionally; the weather was day VFR and the runway was long and dry. I agreed with the Captain's decision to continue to land and therefore did not suggest any differing option; such as executing a Go-Around. I continued to monitor the approach; ensuring we remained stable. The Captain landed the aircraft in the Touchdown Zone. Upon touchdown.Me: "Deployed; partially" As we had a total loss of HYD SYS Y; Spoilers 2 and 4 did not deploy. Me: "1 Reverser" (should have been Single Reverser) The Right Thrust Reverser is also powered by the Y system. Captain: I don't remember the exact words; but he confirmed we only had 1 Reverser. Captain: "Manual Brake". Me: "Autobrake Off". Me: "80". Me: "60"The Captain brought the aircraft to a slow taxi speed while maintaining runway centerline. As we approached the right turnoff for Taxiway '1'; the Captain began maneuvering the aircraft towards the Taxiway. Taxiway '1' is not a high speed exit off Runway XXL; however the leadoff line is approximately 45 degrees off centerline and then continues into Taxiway '1'; which is perpendicular to the Runway. At this point the Captain noted that he had no Nosewheel Steering; but was slow and making progress off the runway. While still on about a 45 degree angle from joining the taxiway centerline; the Captain brought the aircraft to a complete stop. He asked me to cycle the ANTI SKID and NOSE WHEEL STEERING Switch OFF and then ON. He said something about what he was expecting from that; but it was somewhat muffled and I don't recall what it was. Upon moving the ANTI SKID and NOSE WHEEL STEERING back to ON; the Captain used differential braking to turn the aircraft further right and aligned it with the taxiway centerline; once again bringing it to a stop. I looked over my right shoulder and stated I didn't believe the aircraft was clear of the Hold Short Lines; and therefore we were still on the runway. The Captain eased the aircraft forward until I stated I believed we were clear of the runway.By this point; ZZZ Tower had instructed us to contact Ground Control. Once the aircraft was stopped on '1'; I swapped frequencies and called ground; notifying them that we were unable to taxi to the gate and would be calling our company for a tow. The need to be towed in had been discussed with the Captain; before I contacted ground. Ground acknowledged our issue and told us to hold position. At this time; I verified the issue was not a Quick Action or ECAM Exception and proceeded to execute the ECAM Actions. Upon completion of the ECAM; and verifying the 3 minute cool-down; the Captain instructed me to shut down the #2 engine; which I did. I then contact our Operations at ZZZ and informed them that we were stuck on Taxiway '1' and would need to be towed to the gate. The Captain contacted the Flight Attendants and informed them of the situation; and then made an announcement to the passengers that; due to a mechanical issue; we would need to be towed to the gate. While waiting for our ground personnel to arrive at the aircraft; ZZZ Ground did ask us about our situation. I informed them that we had a Hydraulic Failure on final. While waiting; there was an exchange of information between us and our ZZZ Operations; as well as local maintenance. Our ground crew arrived with a tug; plugged in a headset and established communications with the Flight Deck. The Captain informed the ground crew of our situation; emphasizing that we did not have a Parking Brake and he was holding the brakes. Once they tow bar and tug were connected; the ground crew verified that Nosewheel Steering had been Disarmed. The Captain and I verified the NOSE WHEEL STEERING DISCONNECTED message on the ECAM. Once the ground crew confirmed that we were connected to the tug; he instructed me to shut down the #1 engine; which I did. The Captain then verbally verified that the ground crew was ready for him to release the brakes. The aircraft was towed to the gate without issue and; after our Shutdown Flows; we completed the Shutdown Checklist.Once at the gate; maintenance personnel opened the main gear doors and found that a line or fitting on the Y system had failed. Whether it was a simple hose failure or a fitting had been over-tightened; I am unable to provide that information. As such; there was nothing in our power; as pilots; that could have prevented the failure of the HYD Y System.Speaking to my thought process on whether to continue the landing or not: I spent almost a decade as a simulator instructor and Evaluator. It was not uncommon for me to give crews failures on short final to see what they would do and how they would react. More times than not; if the Pilot Monitoring attempted to take action on short final; the approach usually became unstable. The Pilot Flying would become distracted by what was being done; and the Pilot Monitoring was no longer monitoring. As such; many approaches became unstable; and often led to the Pilot Flying attempting to "save" the landing. Additionally; many times; when the crew elected to execute a Go-Around; things became progressively worse. In the case of Hydraulic Failures; it was not uncommon to retract the gear; only to find it couldn't be extended normally. Also; depending on the nature of the issue; aircraft controllability could become an issue. While none of these thoughts occurred to me during our Hydraulic Failure; I can't help but believe this knowledge and experience from my past played an unconscious role in my agreement with the Captain's decision to continue the approach and landing; given that we were configured; stable and close to the runway."
On approach to runway XXL into ZZZ; I was pilot flying; inside the final approach fix we got the HYD Y RESEVOIR LO LVL ECAM. According to the jump seater it happened around 800 feet AGL. After announcing my aircraft the FO stated the ECAM from the Engine Warning Display. I told him we would be continuing; I knew we would be braking with accumulator pressure and would not have nose wheel steering. We were already fully configured; stable; and landing on the longest runway. Upon touchdown; thrust reserve was used and manual braking was used to slow the aircraft and exit at taxiway 1 and clear the runway. I did not realize we would not have a parking brake. Once stopped; we recalled the ECAM and worked through it. After; we saw there was zero pressure in the yellow system and I advised the FO call operations and advise them we would need a tug to come tow us to the gate and that we did not have a parking brake. I made an announcement to the passengers stating that we have a mechanical issue going on and that it would require us to be towed to the gate. Operations sent out a ground crew and they hooked us up for tow. Prior to them towing us and me releasing my feet from the brakes. We accomplished the flaps up (after landing) and shutdown checklist. Left the seat belt sign on as it was required; as well as the beacon. Upon reaching the gate I asked for the ground crew to chock all three gear and advise when this was complete. Once chocked; we completed another shutdown checklist. I entered the ECAM into the Logbook and talked to the mechanics that met us at the airplane. As soon as all the passengers exited the aircraft; myself and the FO went out to see if there was any other damage or issues. The mechanics had the right main gear door open and the entire inside of the wheel well was covered in hydraulic fluid. They showed us that a fitting had broken; causing one of the hydraulic lines that went into the valve to complete separate from the valve. Cause: We could have gone around and run the ECAM instead of landing; the only issue I thought about was if it caused a secondary issue when retracting the gear or flaps during the go around. It helped having strong system knowledge and knowing that this system has the brakes and the nose wheel steering. We should have stopped on the runway and then dealt with the issue there instead of turning off on the taxiway.
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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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