Narrative:

As we were approaching our destination we were cleared to land by tower. At approximately 2;800 MSL in the landing configurations our master caution light began flickering. I looked up and noticed the rud press; number 2 rud hydraulic and rud full press caution lights were illuminated. I instructed my first officer to level the aircraft and to continue flying towards the runway. I then advised the tower we were terminating the approach due to system warning lights and they gave us a heading to the south and told us to contact departure with our intentions. It was at this time that I noticed that the number 2 hydraulic quantity gauge was indicating near zero. I contacted departure and stated the nature of the problem with our hydraulic system; that we were declaring an emergency and that we would need some time to run all appropriate checklists. The controller assigned us a new altitude and stated that they would be giving us vectors as we worked through our problem. We ran the appropriate checklists; briefed the flight attendant; informed the passengers; contacted dispatch and had them patch us through to maintenance control to see if there was anything else that they may want us to check; verify; or do before we commenced our emergency landing. After completing the checklists; we informed the flight attendant that we were ready to land; and she stated that the cabin was prepared. We advised departure we were ready for vectors to the airport for landing; and that we would have to shut the aircraft down on the runway as it would not be safe for taxi. They assigned runway and informed us that crash fire rescue equipment would be standing by. I assumed control of the aircraft for the balance of the flight. We landed; pulled to a full stop and shut the aircraft down on the runway. We were met by crash fire rescue equipment and by maintenance personnel who immediately pinned the main landing gear per the checklist. I wrote the discrepancy up in the maintenance log; spoke to dispatch; and then finalized the process with maintenance.

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Original NASA ASRS Text

Title: The flight crew of a DHC-8 encountered a hydraulic system failure as they approached their destination. They abandoned their approach and were vectored by ATC as they conducted appropriate checklists; prepared the aircraft and its occupants and arranged for CFR and Maintenance to meet them upon landing. An uneventful landing followed.

Narrative: As we were approaching our destination we were cleared to land by Tower. At approximately 2;800 MSL in the landing configurations our MASTER CAUTION light began flickering. I looked up and noticed the RUD PRESS; NUMBER 2 RUD HYD and RUD FULL PRESS caution lights were illuminated. I instructed my First Officer to level the aircraft and to continue flying towards the runway. I then advised the Tower we were terminating the approach due to system warning lights and they gave us a heading to the south and told us to contact Departure with our intentions. It was at this time that I noticed that the Number 2 Hydraulic Quantity gauge was indicating near Zero. I contacted Departure and stated the nature of the problem with our hydraulic system; that we were declaring an emergency and that we would need some time to run all appropriate checklists. The Controller assigned us a new altitude and stated that they would be giving us vectors as we worked through our problem. We ran the appropriate checklists; briefed the Flight Attendant; informed the passengers; contacted Dispatch and had them patch us through to Maintenance Control to see if there was anything else that they may want us to check; verify; or do before we commenced our emergency landing. After completing the checklists; we informed the Flight Attendant that we were ready to land; and she stated that the cabin was prepared. We advised Departure we were ready for vectors to the airport for landing; and that we would have to shut the aircraft down on the runway as it would not be safe for taxi. They assigned runway and informed us that CFR would be standing by. I assumed control of the aircraft for the balance of the flight. We landed; pulled to a full stop and shut the aircraft down on the runway. We were met by CFR and by Maintenance personnel who immediately pinned the main landing gear per the checklist. I wrote the discrepancy up in the maintenance log; spoke to Dispatch; and then finalized the process with Maintenance.

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.