Narrative:

While in cruise at FL280 received an amber ECAM for yellow hydraulic system low level; accompanied immediately by a yellow pump low pressure and subsequent failure of all yellow system components. [We] performed ECAM items then quick reference handbook action items securing yellow system and related failures. My first officer and I then discussed our options and decided that since yellow system was not recoverable; we did not want to proceed to destination due to limited number of suitable airports along our route; as well as a conditional forecast at that airport that included snow and marginal visibility. We communicated with our operations control that we would like to divert and that either of two nearby airports would be suitable due to good weather and long runways. We were concerned that any subsequent failures would put us into an emergency situation. With concurrence of operations control; we proceeded to the nearer of the two. At this time we were 25;000 pounds over maximum landing weight. While on delaying vectors to reduce to landing weight; operations control indicated that a return to the departure airport was more desirable. We considered the departure airport weather; the fact that we still had to fly for an hour or land overweight; and the fact that we had several suitable and familiar airports along the route; I decided that returning was a safe option. We declared an emergency for precautionary reasons for the landing. Back-up brakes were gone and the brake accumulator had decreased to 50% of fully charged. An uneventful approach and landing followed at a weight of 307.0 K pounds. The emergency was terminated after the successful landing.

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Original NASA ASRS Text

Title: An A300 Captain reported that following the loss of the YELLOW Hydraulic system an emergency was declared and the aircraft returned to the departure airport rather than land at an enroute alternate overweight.

Narrative: While in cruise at FL280 received an amber ECAM for yellow hydraulic system LOW LEVEL; accompanied immediately by a Yellow Pump LOW PRESSURE and subsequent failure of all Yellow System components. [We] performed ECAM items then Quick Reference Handbook action items securing Yellow System and related failures. My First Officer and I then discussed our options and decided that since Yellow System was not recoverable; we did not want to proceed to destination due to limited number of suitable airports along our route; as well as a conditional forecast at that airport that included snow and marginal visibility. We communicated with our Operations Control that we would like to divert and that either of two nearby airports would be suitable due to good weather and long runways. We were concerned that any subsequent failures would put us into an emergency situation. With concurrence of Operations Control; we proceeded to the nearer of the two. At this time we were 25;000 LBS over maximum landing weight. While on delaying vectors to reduce to landing weight; Operations Control indicated that a return to the departure airport was more desirable. We considered the departure airport weather; the fact that we still had to fly for an hour or land overweight; and the fact that we had several suitable and familiar airports along the route; I decided that returning was a safe option. We declared an emergency for precautionary reasons for the landing. Back-up brakes were gone and the brake accumulator had decreased to 50% of fully charged. An uneventful approach and landing followed at a weight of 307.0 K LBS. The emergency was terminated after the successful landing.

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.