Narrative:

Shortly before reaching our initial cruise altitude of FL340; we received a Y hydraulic res ovht ECAM message. As I was the PF; the first officer worked the ECAM and followed on with QRH procedures. The procedure allowed to us to reengage the right engine driven hydraulic pump after the reservoir overheat condition subsided. When we did that; the system overheated again right away.with the loss of a main hydraulic system; we made the decision to divert to ZZZ as that was the closest practical airport considering all options. We notified dispatch of our intention and reason for diverting and we had degraded flight control surfaces and sluggish response as per the flight manual. We then worked the overweight landing checklist and reviewed the flight manual procedure. I also communicated a cabin advisory to the fas and informed the passengers of the situation.while inbound; the field was surrounded by thunderstorms and winds gusting to 25 knots out of the west. After a normal landing and rollout; as we exited the runway; we noted arff was available to inspect the aircraft. They could see no anomalies; so we taxied to the gate. Of note: the flight manual approach procedure allowed us to reengage the Y engine hydraulic pump for the approach as the overheat condition had subsided. We did just that and had normal hydraulics for the landing and rollout.

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Original NASA ASRS Text

Title: A320 Captain experiences a 'Y HYD Res OVHT' ECAM message just before reaching a cruise altitude of FL340. The pump is turned off and the overheat subsides. The pump is turned on and the overheat returns. The crew elects to divert to the nearest suitable airport. The pump is turned on during the approach and full hydraulics are available throughout the approach and landing.

Narrative: Shortly before reaching our initial cruise altitude of FL340; we received a Y HYD Res OVHT ECAM message. As I was the PF; the First Officer worked the ECAM and followed on with QRH procedures. The procedure allowed to us to reengage the right engine driven hydraulic pump after the reservoir overheat condition subsided. When we did that; the system overheated again right away.With the loss of a main hydraulic system; we made the decision to divert to ZZZ as that was the closest practical airport considering all options. We notified dispatch of our intention and reason for diverting and we had degraded flight control surfaces and sluggish response as per the flight manual. We then worked the overweight landing checklist and reviewed the flight manual procedure. I also communicated a cabin advisory to the FAs and informed the passengers of the situation.While inbound; the field was surrounded by thunderstorms and winds gusting to 25 knots out of the west. After a normal landing and rollout; as we exited the runway; we noted ARFF was available to inspect the aircraft. They could see no anomalies; so we taxied to the gate. Of note: The flight manual approach procedure allowed us to reengage the Y ENG hydraulic pump for the approach as the overheat condition had subsided. We did just that and had normal hydraulics for the landing and rollout.

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.