Narrative:

During the climb through FL250; we received an amber 'hydraulic 2 lo press' caution message. Since the captain was the pm; the first officer took the controls and radios and the captain ran the proper QRH procedure. At first; the quantity in system two was exactly 5% and pressure was 2;900 psi; so I turned the hydraulic 2B pump on; and monitored the system parameters; per the QRH. About five minutes later; with the system two quantity still at 5%; the system two pressure dropped to zero. Accompanying this was a noticeable shift; perhaps a roll; in the aircraft attitude. The shift was noticeable; but not extreme. I then reran the QRH with the pressure at zero psi; and this instructed me to turn the pump off. I immediately turned hydraulic pump 2B off. Continuing with the QRH; we declared an emergency and headed to the nearest suitable airport. I knew that a nearby airport; in addition to being the closest airport; also had long runways and was a company station. We completed the QRH; headed to the airport; and prepared for a visual approach. With the wind at 360 at five KTS; we requested the longest north facing runway; even though the traffic flow was to the south runways. We chose the longest runway; and declared an emergency; because the QRH revealed an increase in landing distance. I then notified the flight attendant; and the passengers. I performed a landing distance assessment; and we continued the approach. Due to my first officer's relatively low time in the crj-200 compared to my time; I assumed the controls for the visual approach and landing. We landed without incident; and proceeded to the gate with the escort from the emergency vehicles. Overall the situation was handled in a safe; professional manner by all people involved.

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Original NASA ASRS Text

Title: CRJ-200 had a 'HYD 2 LO PRESS' caution message climbing through FL250. The crew complied with QRH procedures and diverted to the nearest suitable airport; landing with the number two hydraulic system failed due to loss of fluid.

Narrative: During the climb through FL250; we received an amber 'HYD 2 LO PRESS' caution message. Since the Captain was the PM; the First Officer took the controls and radios and the Captain ran the proper QRH procedure. At first; the quantity in system two was exactly 5% and pressure was 2;900 PSI; so I turned the HYD 2B pump on; and monitored the system parameters; per the QRH. About five minutes later; with the system two quantity still at 5%; the system two pressure dropped to zero. Accompanying this was a noticeable shift; perhaps a roll; in the aircraft attitude. The shift was noticeable; but not extreme. I then reran the QRH with the pressure at zero PSI; and this instructed me to turn the pump off. I immediately turned HYD pump 2B off. Continuing with the QRH; we declared an emergency and headed to the nearest suitable airport. I knew that a nearby airport; in addition to being the closest airport; also had long runways and was a company station. We completed the QRH; headed to the airport; and prepared for a visual approach. With the wind at 360 at five KTS; we requested the longest north facing runway; even though the traffic flow was to the south runways. We chose the longest runway; and declared an emergency; because the QRH revealed an increase in landing distance. I then notified the Flight Attendant; and the passengers. I performed a landing distance assessment; and we continued the approach. Due to my First Officer's relatively low time in the CRJ-200 compared to my time; I assumed the controls for the visual approach and landing. We landed without incident; and proceeded to the gate with the escort from the emergency vehicles. Overall the situation was handled in a safe; professional manner by all people involved.

Data retrieved from NASA's ASRS site as of July 2013 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.