Narrative:

During cruise at FL320 we received a 'G system lo pr' ECAM stating our green system hydraulic pressure was low. I complied with the ECAM while the first officer continued to fly while assuming the duties of communicating with ATC. The ECAM directed me to turn off the power transfer unit (ptu) and the engine 1 hydraulic pump. The green system hydraulic fluid quantity indicated almost empty. I sent a quick ACARS message to dispatch stating we had a hydraulic problem; and directed him to call me with maintenance control on the line. They informed us to leave the engine 1 hydraulic pump off for the remainder of the flight; prepare for a gravity gear extension; and to keep our landing descent rate below 360 FPM. After checking all suitable airports for runways; NOTAMS; and weather trends dispatch; the first officer and I decided on the best airport for landing. I declared an emergency with center and we were given direct to [the divert airport]. After briefing the lead flight attendant on our situation and explaining our problem to the passengers; the first officer and I reviewed our game plan for the arrival. We complied with the flight manual's landing distance corrections procedures and overweight landing checklists; and reviewed all of our inoperative systems prior to descent. After telling center we would be flying an ILS approach with an extended final I briefed the approach and became the flying pilot. Center and approach control were very accommodating. The first officer performed the gravity gear extension early with no problems; and the approach and landing were uneventful. After slowing to taxi speed I cleared the runway and stopped the aircraft. The fire department and company maintenance checked us over and we were eventually towed to the gate.

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Original NASA ASRS Text

Title: A320 Captain experiences loss of Green Hydraulic System fluid and pressure at FL320. After consultation with Maintenance and Dispatch the crew elects to divert to a suitable airport.

Narrative: During cruise at FL320 we received a 'G SYS LO PR' ECAM stating our Green System Hydraulic Pressure was low. I complied with the ECAM while the First Officer continued to fly while assuming the duties of communicating with ATC. The ECAM directed me to turn off the Power Transfer Unit (PTU) and the Engine 1 Hydraulic Pump. The Green System hydraulic fluid quantity indicated almost empty. I sent a quick ACARS message to Dispatch stating we had a hydraulic problem; and directed him to call me with Maintenance Control on the line. They informed us to leave the Engine 1 Hydraulic Pump off for the remainder of the flight; prepare for a Gravity Gear Extension; and to keep our landing descent rate below 360 FPM. After checking all suitable airports for runways; NOTAMS; and weather trends Dispatch; the First Officer and I decided on the best airport for landing. I declared an Emergency with Center and we were given direct to [the divert airport]. After briefing the Lead Flight Attendant on our situation and explaining our problem to the passengers; The First Officer and I reviewed our game plan for the arrival. We complied with the Flight Manual's Landing Distance Corrections Procedures and Overweight Landing Checklists; and reviewed all of our inoperative systems prior to descent. After telling Center we would be flying an ILS Approach with an extended final I briefed the approach and became the flying pilot. Center and Approach Control were very accommodating. The First Officer performed the Gravity Gear Extension early with no problems; and the approach and landing were uneventful. After slowing to taxi speed I cleared the runway and stopped the aircraft. The Fire Department and Company Maintenance checked us over and we were eventually towed to the gate.

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.