An A319's green hydraulic system failed at a 1;000 ft on final for landing but no action was taken b...

Narrative:

While descending through 1;000 ft executing; in visual conditions; an ILS/prm approach; we experienced a G hydraulic system failure. Landing gear and flaps were already fully extended. I believe ECAM indicated a G system failure momentarily before indicating low G system quantity; and this was quickly followed by a ptu fault. Since we were already configured for landing and passing through 800 ft; with no indication of brake malfunction and brake accumulator pressure indicating normal charge/range; I elected to continue the approach to the landing. The first officer made a normal landing but did notice the aircraft pulling to the right slightly during roll out. Directional control was easily maintained by differential braking. After assuming flying pilot duties; I was able to clear the runways on the highspeed exits where I brought the airplane to a stop and called for ECAM actions to be accomplished. Having already advised tower of our hydraulic problem on very short final or as we were on ground roll out; we then contacted operations for a tow in and also contacted dispatch to advise them of our situation. Tug arrived within about 10 minutes and towed us smoothly to our gate. Mechanical malfunctions happen.

Original NASA ASRS Text

Title: An A319's Green hydraulic system failed at a 1;000 FT on final for landing but no action was taken because the aircraft was fully configured. After landing the ECAM procedures were completed and the aircraft towed to the gate.

Narrative: While descending through 1;000 FT executing; in visual conditions; an ILS/PRM approach; we experienced a G hydraulic system failure. Landing gear and flaps were already fully extended. I believe ECAM indicated a G system failure momentarily before indicating low G system quantity; and this was quickly followed by a PTU fault. Since we were already configured for landing and passing through 800 FT; with no indication of brake malfunction and brake accumulator pressure indicating normal charge/range; I elected to continue the approach to the landing. The First Officer made a normal landing but did notice the aircraft pulling to the right slightly during roll out. Directional control was easily maintained by differential braking. After assuming flying pilot duties; I was able to clear the runways on the highspeed exits where I brought the airplane to a stop and called for ECAM actions to be accomplished. Having already advised Tower of our hydraulic problem on very short final or as we were on ground roll out; we then contacted Operations for a tow in and also contacted Dispatch to advise them of our situation. Tug arrived within about 10 minutes and towed us smoothly to our gate. Mechanical malfunctions happen.

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.

Attributes
ACN	907427
Time
Date	201009
Local Time Of Day	0601-1200
Place
Locale Reference	ZZZ.Airport
State Reference	US
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Make Model Name	A319
Operating Under FAR Part	Part 121
Flight Phase	Landing
Flight Plan	IFR
Component
Aircraft Component	Hydraulic Main System
Person 1
Function	Captain Pilot Not Flying
Qualification	Flight Crew Air Transport Pilot (ATP)
Events
Anomaly	Aircraft Equipment Problem Critical

An A319's green hydraulic system failed at a 1;000 ft on final for landing but no action was taken because the aircraft was fully configured. After landing the ECAM procedures were completed and the aircraft towed to the gate.