A319
Flight Crew Air Transport Pilot (ATP)
Troubleshooting; Confusion; Workload
Aircraft Equipment Problem Critical
Flight Crew FLC complied w / Automation / Advisory; Flight Crew Returned To Departure Airport; Flight Crew Took Evasive Action; General Declared Emergency; General Maintenance Action
Aircraft; Chart Or Publication
Loss off Green Hydraulic system due to loss of fluid shortly after takeoff; followed by loss off Yellow Hydraulic system due to overheat shortly thereafter. The Lead Flight Attendant informed us of a loud noise. We applied ECAM procedures and [advised] Departure Control and requested vectors back to the departure airport. Also requested that ATC contact operations and relay our status and intentions. Several minutes into the flight the landing gear lowered itself. We subsequently applied the emergency gear procedure and got a proper 'gear down' indication. We applied the appropriate COM procedures and were able to recover the Yellow Hydraulic system after the system cooled. We landed on without further incident. The landing distance procedures for overweight landing had been applied. Emergency crews met the aircraft on the taxiway and cleared us to taxi to the gate. PAX and Flight Attendant had been briefed in the air as soon as workload permitted it.This incident was caused by a mechanical failure beyond our control. I found the discrepancy between QRH and ECAM challenging; given the quick succession of events and the high workload environment. I do however feel that we received adequate training to deal with the situation on hand.
We were in climbout. I was the pilot flying; and the Captain was pilot monitoring. Soon after retracting the gear and retracting the flaps; we received an ECAM message for a low fluid level in the Green Hydraulic system. I maintained control of the aircraft; took over ATC communications; and requested the Captain run the ECAM actions. Right after he began the ECAM actions; we received a red ECAM warning for loss of both the Green and Yellow Hydraulic systems due to an overheat of the entire Yellow Hydraulic system. We then received a warning for Autopilot disconnect; at which time the Captain exercised authority and took control of the aircraft due to his high level of experience in the A319. We made a positive exchange of controls; and I became the non pilot flying and continued with ECAM actions. At this point; we also contacted ATC and told them we would return to the departure airport due to the long runway which would be suitable for our condition. After completing the ECAM actions; we consulted the QRH manual for additional procedures and information. After completing the QRH procedure for G and Y Hydraulics; I referenced the landing distance table as instructed and came up with the appropriate information. We completed the tasks in the QRH; and the Captain advised the cabin crew of the situation; but that we did not expect to evacuate. I then made a PA to the passengers and assured them that everything was fine and that we needed to land due to equipment malfunction. I also informed them that seeing fire trucks is standard procedure and to not be alarmed. As we were being vectored close to the airport; we began setting up for landing. I then noticed that the overheat condition in the Yellow Hydraulic system had gone away; and the red ECAM for G and Y Hydraulic failure was now just an amber ECAM message for loss of Green Hydraulics. Since there was no longer a malfunction in the Yellow system; we followed the checklist and turned the Yellow pump back on. This restored hydraulic power to the Yellow system. I then referenced the QRH for just the Green system failure and calculated a new landing distance. One of the final steps to the checklist was for a landing gear gravity extension which worked perfectly. All checklists were completed; and we landed safely on Runway 24 with rescue equipment standing by. We asked to taxi clear and have the trucks inspect us to make sure we didn't have damage and that we were not dragging the gear doors which were still down for landing. As we taxied clear; I made a 'calming' PA to let everyone know we were having a routine inspection and for them to stay in their seats until arriving at the gate. We were given the all-clear; and we taxied to the gate with no further issues.  Before landing and while I was running landing distance procedures; the Captain tried multiple attempts to contact Station Operations. There was no answer; so he asked Approach Control to contact our Operations Control Center; and he said he would do that for us. We were also slightly over max landing weight; but we considered it and made the decision to land due to the emergency. Normal landing accomplished; and the Captain entered it into the logbook. This was a mechanical issue which we could not have prevented. However; proper checklist procedures and CRM were very helpful in this scenario; and I would advise everyone to stay sharp when it comes to the Landing Distance Procedures with multiple failures. Being properly prepared and trained is the best solution for these situations; and I believe [Company] training program had us well-prepared.
An A319 Green Hydraulic system fluid was lost shortly after takeoff while raising the gear and flaps. A Yellow System overheat followed but later cooled; so ATC was advised; the QRH completed and an uneventful landing followed.