Narrative:

I was pilot flying. We were at flaps 2 speed 180 as we rolled onto final at 15 miles and 3000 ft. In the turn we got an ECAM 'hydraulic G rsvr lo lvl.' I told the first officer to do the ECAM checklist; I have the plane and radios. I tried to slow us down to give him time to work the problem and called for 'gear down' and we got the 'left/G gear not downlocked' ECAM. At this point we needed some time to figure out what was going on and I told tower we were unable to land and needed to overfly the airport to work on a hydraulic problem. We received instructions to turn to 300 degrees maintain 3000 ft; contact socal. The first officer and I had a quick discussion of what systems were inoperative and agreed our destination was out of the question and we should go to ZZZ as he continued working the ECAM checklist. I contacted approach and told them we were having a hydraulic problem and need to go to ZZZ. He asked if we were an emergency aircraft; I stated not at this time but we will let him know if conditions change. I called the flight attendants and told them the nature of the problem and this was a cabin advisory get out your checklist and review the next step in case we run into more problems. We then got a TCAS 'traffic' alert followed by a 'climb' RA. I performed the climb maneuver until clear of conflict. We reviewed the checklist of inoperative items and I determined we should declare an emergency due to the fact we had to hand crank the gear down and ground steering was inoperative upon landing. As we reviewed the items we noticed we had hydraulic quantity (almost to the normal range) in the green system that was not there when this whole ECAM process started. We turned the pump back on and had 3000 psi on the green system and all the ecams cleared from the screen. Not knowing how long it would stay pressurized I called for gear down and flaps to full to get configured for landing. We advised lax tower we would like the fire trucks in place as a precaution and we may not be able to turn off the runway. The landing was made in the touchdown zone and all systems operated normally. Fire crews followed us to the gate where the flight was terminated. Due to the close proximity of our destination to ZZZ we were able to make a quick decision to divert. We were very limited in time due to the fact it was a nice day with no weather forecast and we did not have a lot of extra fuel. The cockpit environment was very busy with radio calls; checklist; passenger and cabin crew communications. We were unable to contact dispatch and advise them of the diversion due to the fuel/time limitations; reprogramming of boxes and checklists. We did not declare an emergency because we were able to get the airplane fully configured and made a stabilized approach. We landed at ZZZ with 3;600 pounds of fuel remaining.

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Original NASA ASRS Text

Title: An A320 diverted to an airport with a longer runway when they got a Green System Hydraulic low quantity ECAM message on final to the single short runway at their destination. Busy terminal traffic; heavy ATC communications load and low fuel quantity for the diversion trumped their ability to contact Dispatch until at the gate at the diversion airport.

Narrative: I was pilot flying. We were at flaps 2 speed 180 as we rolled onto final at 15 miles and 3000 FT. In the turn we got an ECAM 'HYD G RSVR LO LVL.' I told the First Officer to do the ECAM checklist; I have the plane and radios. I tried to slow us down to give him time to work the problem and called for 'Gear Down' and we got the 'L/G GEAR NOT DOWNLOCKED' ECAM. At this point we needed some time to figure out what was going on and I told Tower we were unable to land and needed to overfly the airport to work on a hydraulic problem. We received instructions to turn to 300 degrees maintain 3000 FT; contact SOCAL. The First Officer and I had a quick discussion of what systems were inoperative and agreed our destination was out of the question and we should go to ZZZ as he continued working the ECAM checklist. I contacted Approach and told them we were having a hydraulic problem and need to go to ZZZ. He asked if we were an emergency aircraft; I stated not at this time but we will let him know if conditions change. I called the flight attendants and told them the nature of the problem and this was a Cabin Advisory get out your checklist and review the next step in case we run into more problems. We then got a TCAS 'Traffic' alert followed by a 'Climb' RA. I performed the climb maneuver until clear of conflict. We reviewed the checklist of inoperative items and I determined we should declare an emergency due to the fact we had to hand crank the gear down and ground steering was inoperative upon landing. As we reviewed the items we noticed we had hydraulic quantity (almost to the normal range) in the Green system that was not there when this whole ECAM process started. We turned the pump back on and had 3000 PSI on the Green system and all the ECAMs cleared from the screen. Not knowing how long it would stay pressurized I called for gear down and flaps to full to get configured for landing. We advised LAX Tower we would like the fire trucks in place as a precaution and we may not be able to turn off the runway. The landing was made in the touchdown zone and all systems operated normally. Fire crews followed us to the gate where the flight was terminated. Due to the close proximity of our destination to ZZZ we were able to make a quick decision to divert. We were very limited in time due to the fact it was a nice day with no weather forecast and we did not have a lot of extra fuel. The cockpit environment was very busy with radio calls; checklist; passenger and cabin crew communications. We were unable to contact Dispatch and advise them of the diversion due to the fuel/time limitations; reprogramming of boxes and checklists. We did not declare an emergency because we were able to get the airplane fully configured and made a stabilized approach. We landed at ZZZ with 3;600 pounds of fuel remaining.

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.