Narrative:

On climbout out passing about FL240 got ECAM 'G system low reservoir level' indicating a loss of green system hydraulic fluid. At that time captain took ATC communications and engaged the autopilot. I took the responsibility to run the ECAM procedure. The procedure called for power transfer unit (ptu) off and number 1 engine hydraulic pump off. I switched both off; but noticed immediately that on the hydraulic page the ptu was still powered and trying to pressurize the green system. We were also aware of a faint strange noise coming from the cabin area that we attributed to the ptu still running. My immediate concern was for the overheating of the yellow system as I had heard of this situation happening to another crew in the past. I contacted dispatch for a patch with maintenance control and after establishing contact and following direction of maintenance control I cycled the circuit breaker for the ptu without success. The ptu continued to run and shortly after that we got the 'Y system overheat' ECAM; directing us to turn the number 2 hydraulic pump off. At this point we lost both autopilots and got the 'hydraulic G+Y low pressure' warning ECAM. This ECAM directs us to land as soon as possible. We checked with dispatch and the weather was VFR and their long runway was open. At this point we were not certain of our landing configuration yet; as we hoped that we could perhaps lower the flaps after we turned the number 2 hydraulic pump back on after it cooled down. We decided to slow to 210KTS below 10;000FT and we tried to lower the flaps after turning on the 2 hydraulic pump when the overheat when away. The flaps did not come down and we got a 'flap ECAM.' at this point we had leading edge devices down but no trailing flaps. I followed the procedures and guidance for the no-flap landing and briefed them to the captain. We knew that we would have no flaps; high vapp of 160KTS; no reverse; no antiskid and only accumulator brake pressure. We turned the yellow pumps back off and turned these back on at 1000FT to perhaps help us brake on the ground. We had declared an emergency and vehicles were waiting on the ground on final after manual gear extension around 5000FT I briefed the passenger one more time on what we could expect during and after landing. The rest was uneventful. I started the APU on short final and after a good touchdown we waited as long as possible to apply brakes. We stopped 100FT before the end and shutdown.

Related reports:

Google
 

Original NASA ASRS Text

Title: A320 flight crew reports green system hydraulic failure during climb out and the inability to turn off the PTU; this resulted in a yellow system overheat and the need to divert.

Narrative: On climbout out passing about FL240 got ECAM 'G System Low Reservoir Level' indicating a loss of Green system hydraulic fluid. At that time Captain took ATC communications and engaged the autopilot. I took the responsibility to run the ECAM procedure. The procedure called for power transfer unit (PTU) off and number 1 engine hydraulic pump off. I switched both off; but noticed immediately that on the hydraulic page the PTU was still powered and trying to pressurize the green system. We were also aware of a faint strange noise coming from the cabin area that we attributed to the PTU still running. My immediate concern was for the overheating of the yellow system as I had heard of this situation happening to another crew in the past. I contacted Dispatch for a patch with Maintenance Control and after establishing contact and following direction of Maintenance Control I cycled the circuit breaker for the PTU without success. The PTU continued to run and shortly after that we got the 'Y system overheat' ECAM; directing us to turn the number 2 hydraulic pump off. At this point we lost both autopilots and got the 'Hydraulic G+Y Low Pressure' warning ECAM. This ECAM directs us to land as soon as possible. We checked with Dispatch and the weather was VFR and their long runway was open. At this point we were not certain of our landing configuration yet; as we hoped that we could perhaps lower the flaps after we turned the number 2 hydraulic pump back on after it cooled down. We decided to slow to 210KTS below 10;000FT and we tried to lower the flaps after turning on the 2 hydraulic pump when the overheat when away. The flaps did not come down and we got a 'Flap ECAM.' At this point we had leading edge devices down but no trailing flaps. I followed the procedures and guidance for the no-flap landing and briefed them to the Captain. We knew that we would have no flaps; high Vapp of 160KTS; no reverse; no antiskid and only accumulator brake pressure. We turned the Yellow pumps back off and turned these back on at 1000FT to perhaps help us brake on the ground. We had declared an emergency and vehicles were waiting on the ground on final after manual gear extension around 5000FT I briefed the passenger one more time on what we could expect during and after landing. The rest was uneventful. I started the APU on short final and after a good touchdown we waited as long as possible to apply brakes. We stopped 100FT before the end and shutdown.

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.