Narrative:

Normal SOP flight until this point. At FL380 received an ECAM; green hyd lo level. Accomplished the ECAM; ptu off; grn hyd pump off. ECAM complete; followed up with flight manual checklist items knowing from experience that we lost normal gear extension and nose wheel steering; normal brakes; etc. After FM checklist complete; contacted maintenance for suggestions. Notified dispatch. Maintenance asked where the quantity of the green system was reading. I responded 'very low on the gauge and that even with the pump off; we were still receiving ecams for green hyd lo pressure and qty'. Maintenance guidance reaffirmed what we had already done; followed the ECAM and FM procedure. Dispatch was notified to coordinate for longest runway at [destination] and that we would need a tow from the runway to the gate. Phone patched with dispatch and discussed landing distance; emergency equipment; etc. Then had a lengthy discussion with purser and had the cabin crew complete their cabin advisory checklist. Next declared the emergency with center; defining the loss of the hydraulic system; sobs; and fuel remaining. At one point [center] asked if we could accept a 10 minute hold in order for them to get more traffic into [destination airport]. I declined and stated that dispatch should have advised them of the runway we needed and our situation and that we could slow a little in speed but we would not hold. We received normal vectors and traffic priority from that point; no holding. [Approach] did a great job of getting us down and aligned for the runway. First officer and I completed all checklists and set up for a 15 mile final. Confirmed flight attendants were ready and briefed the passengers. Alternate gear extension worked as advertised; landed full flaps; on center line. No nose wheel steering is touchy on the airbus; but remained on centerline and brought the aircraft to a stop on [the runway]. Set brakes. Coordinated with tower to speak with the fire chief on the radio; no leaking hydraulics; brakes looked good. Maintenance crew plugged in and and towed us to gate. We were met by maintenance and a member of the flight office. Debriefed maintenance; they pulled the report off ACARS and verified what had occurred. We then went to flight ops and spoke with the [duty manager] and filled out a human factors report. First officer and I good to go on next leg and we did. Overall; excellent crew coordination was accomplished; sops followed to a 'T'. Dispatch; center; maintenance; flight attendants; approach; tower; ground; maintenance; flight ops; all were great. In the end; ECAM complete screens normal. Appreciate the human factors brief; well done by flight office who always want to make sure the crew understands the emotional stress of an emergency event before continuing on another flight.

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Original NASA ASRS Text

Title: An A319 flight crew reported loss of Green hydraulic system. They followed all procedures and declared an emergency for their arrival.

Narrative: Normal SOP flight until this point. At FL380 received an ECAM; Green Hyd Lo Level. Accomplished the ECAM; PTU Off; Grn Hyd Pump off. ECAM complete; followed up with Flight Manual Checklist items knowing from experience that we lost normal gear extension and nose wheel steering; normal brakes; etc. After FM checklist complete; contacted Maintenance for suggestions. Notified Dispatch. Maintenance asked where the quantity of the Green System was reading. I responded 'very low on the gauge and that even with the pump off; we were still receiving ECAMs for Green Hyd Lo Pressure and Qty'. Maintenance guidance reaffirmed what we had already done; followed the ECAM and FM procedure. Dispatch was notified to coordinate for longest runway at [destination] and that we would need a tow from the runway to the gate. Phone patched with Dispatch and discussed landing distance; emergency equipment; etc. Then had a lengthy discussion with Purser and had the cabin crew complete their Cabin Advisory checklist. Next declared the emergency with Center; defining the loss of the hydraulic system; SOBs; and fuel remaining. At one point [Center] asked if we could accept a 10 minute hold in order for them to get more traffic into [destination airport]. I declined and stated that Dispatch should have advised them of the runway we needed and our situation and that we could slow a little in speed but we would not hold. We received normal vectors and traffic priority from that point; no holding. [Approach] did a great job of getting us down and aligned for the runway. First Officer and I completed all checklists and set up for a 15 mile final. Confirmed Flight Attendants were ready and briefed the passengers. Alternate gear extension worked as advertised; landed full flaps; on center line. No nose wheel steering is touchy on the Airbus; but remained on centerline and brought the aircraft to a stop on [the runway]. Set brakes. Coordinated with Tower to speak with the Fire Chief on the radio; no leaking hydraulics; brakes looked good. Maintenance crew plugged in and and towed us to gate. We were met by Maintenance and a member of the Flight Office. Debriefed Maintenance; they pulled the report off ACARS and verified what had occurred. We then went to Flight Ops and spoke with the [Duty Manager] and filled out a Human Factors report. First Officer and I good to go on next leg and we did. Overall; excellent crew coordination was accomplished; SOPs followed to a 'T'. Dispatch; Center; Maintenance; Flight Attendants; Approach; Tower; Ground; Maintenance; Flight Ops; all were great. In the end; ECAM complete screens normal. Appreciate the Human Factors brief; well done by Flight Office who always want to make sure the crew understands the emotional stress of an emergency event before continuing on another flight.

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.