20250610008169I

During en route: cruise phase of flight, at FL370, flight crew received a hyd g rsvr ovht ecam message. This

Followed a similar advisory on the outbound leg (ROU1800), which had cleared without ecam or fault lights. On the return, the ecam was accompanied by eng 1 pump and ptu faults. The crew actioned the ecam, shutting down the green hydraulic system.

Due to degraded systems and weather, pan pan was

Declared, ATC was advised and kmco selected for

Diversion. The ovrht condition cleared during descent,

Allowing partial system restoration. The aircraft landed uneventfully with ARFF on standby who carried out external gvi with no abnormalities identified. With green hydraulic pressure restored, the aircraft taxied to the gate under its own power where it was completed without further incident. Following the occurrence a defect was entered in the aircraft journey log in accordance with company policy and procedure. Maintenance inspection is on going.

Final report: due to a hyd g ovht ecam on aircraft c-fyje; fin: 255; A319-114. This occurrence was one of a few similar reports of green hydraulic system overheat indications in the days leading up to the occurrence in question.

The hydraulic overheat condition was first reported in early June. Initial troubleshooting was conducted on June 3 and June 5, during which no faults were found. As a precaution, the temperature transmitter (1381GR) was replaced. On June 6 and 7, further maintenance actions were taken, including replacement of the green system low and high pressure filters and the #1 engine-driven pump (edp). Temperature sensors for the yellow and green systems were swapped, and wiring checks from the sdacs were completed, all with no faults found.

Despite these efforts, the issue recurred during this revenue flight on June 10. In response, additional corrective actions were implemented. These included the replacement of hydraulic manifold check valves (1094GM on June 12 and 1059GM on June 16), along with continued troubleshooting. On June 18, more extensive work was carried out, including replacement of the #1 edp case drain filter, manifold, and power transfer unit (ptu). Engine runs totaling approximately one hour were conducted in accordance with the applicable troubleshooting procedures, and the green hydraulic temperature indication was deemed serviceable at that time.

However, on June 26, the issue recurred again during a non-revenue test flight. As a result, the main landing gear safety valve (49GM) was replaced and tested. A check for air in the green hydraulic system was performed, and fluid quantity was verified before and after depressurization (14L and 15L respectively). No fault was found during this final inspection.

Since the completion of these maintenance actions on June 26, the aircraft has operated without recurrence of the hydraulic overheat issue. It has successfully completed 38 flight cycles and accumulated over 108 flight hours, indicating that the corrective measures taken have been effective in resolving the defect.