Narrative:

On the climb out we experienced a hydraulic pressure failure. We were alerted to the problem by the low hydraulic pressure warning light; and confirmed the problem by checking the hydraulic pressure gauge which was reading zero psi. We ran the appropriate emergency checklists and after discussing our various options we decided to continue to [destination]. We used the hydraulic failure emergency gear extension procedure to extend the landing gear. We were unable to get any flap extension and upon landing normal braking was unavailable. I instructed first officer to standby on the drag chute handle while I used the emergency braking system to slow the aircraft. After touchdown I confirmed normal braking was unavailable; and then proceeded to use the emergency brake lever. I had trouble getting the handle to come out of its detent and was unsure of whether the system was working properly or not. The aircraft was not decelerating so I instructed [first officer] to pull the drag chute. The chute deployed; which was confirmed by a sudden jolt; but we believe the chute then failed and detached from the airplane. I was then able to properly engage the emergency brake lever and the aircraft began to slow down. We came to a stop with about 1;000 ft of runway remaining. After exiting the aircraft; the drag chute failure was confirmed because it was detached from the aircraft. We then assisted the emergency personnel with securing the aircraft.I don't believe there was anything we could of done as a crew to prevent this incident from happening. I believe our actions were appropriate and professional. The drag chute failure was disturbing to me; and combined with the trouble I had engaging the emergency brake lever; could have led to the aircraft running off the end of the runway. My suggestions after this experience would be investigate how and why the drag chute failed in order to see if anything can be done to prevent a future failure. Also; although well aware and trained on of the difficulties possible when trying to use the emergency brake lever; I still had a difficult time getting the lever out of its detent and properly engaged. I would suggest a more hands on type training with regards to this handle so the pilot using it can minimize the time; and runway length; wasted trying to engage it. I never had a problem with this handle in the simulator. I believe the simulator handle gets used so often that the detent is worn down and therefore not a problem. In the real aircraft the handle never gets used and the detent is not worn down; so it's easy to get the handle stuck in the detent; especially in the high pressure situation of a high speed landing with available runway length quickly being exhausted.

Related reports:

Google
 

Original NASA ASRS Text

Title: A Lear 35 Captain reported losing hydraulic pressure on climbout. Flight continued to destination; and upon landing the drag chute was deployed but departed the aircraft. Aircraft was stopped with emergency braking after some initial difficulties.

Narrative: On the climb out we experienced a hydraulic pressure failure. We were alerted to the problem by the low hydraulic pressure warning light; and confirmed the problem by checking the hydraulic pressure gauge which was reading zero PSI. We ran the appropriate emergency checklists and after discussing our various options we decided to continue to [destination]. We used the hydraulic failure emergency gear extension procedure to extend the landing gear. We were unable to get any flap extension and upon landing normal braking was unavailable. I instructed First Officer to standby on the drag chute handle while I used the emergency braking system to slow the aircraft. After touchdown I confirmed normal braking was unavailable; and then proceeded to use the emergency brake lever. I had trouble getting the handle to come out of its detent and was unsure of whether the system was working properly or not. The aircraft was not decelerating so I instructed [First Officer] to pull the drag chute. The chute deployed; which was confirmed by a sudden jolt; but we believe the chute then failed and detached from the airplane. I was then able to properly engage the emergency brake lever and the aircraft began to slow down. We came to a stop with about 1;000 FT of runway remaining. After exiting the aircraft; the drag chute failure was confirmed because it was detached from the aircraft. We then assisted the emergency personnel with securing the aircraft.I don't believe there was anything we could of done as a crew to prevent this incident from happening. I believe our actions were appropriate and professional. The drag chute failure was disturbing to me; and combined with the trouble I had engaging the emergency brake lever; could have led to the aircraft running off the end of the runway. My suggestions after this experience would be investigate how and why the drag chute failed in order to see if anything can be done to prevent a future failure. Also; although well aware and trained on of the difficulties possible when trying to use the emergency brake lever; I still had a difficult time getting the lever out of its detent and properly engaged. I would suggest a more hands on type training with regards to this handle so the pilot using it can minimize the time; and runway length; wasted trying to engage it. I never had a problem with this handle in the simulator. I believe the simulator handle gets used so often that the detent is worn down and therefore not a problem. In the real aircraft the handle never gets used and the detent is not worn down; so it's easy to get the handle stuck in the detent; especially in the high pressure situation of a high speed landing with available runway length quickly being exhausted.

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.