Narrative:

Upon departing passing 6;000 feet the overhead panel flashed left hydraulic lo annunciator. Checking the left hydraulic pressure gauge I watched the indicator slowly go to zero psi; as well as the quantity indicator going to the 0 indication. As the PNF I went through the QRH for the single hydraulic system failure checklist. We then advised ATC we needed to return to the departure airport. We contacted the flight attendants and let them know what was going on as well as made a brief PA to the passenger. We completed the air return checklist; advised ATC to have emergency equipment standing by. We called company operations on commercial radio service but were too low; we then called operations and advised of the situation as well as station maintenance. Knowing the aircraft was overweight approximately 143;000 pounds we wanted to secure the right side was not in fact losing fluid we decided to configure the aircraft flaps 15; as well as lower the gear to aid us in burning fuel to max landing weight. Also if a problem did occur on the right side system the gear and flaps were down and locked; we then advised ATC we would like to hold to burn the excess fuel to get below our landing weight. We held for approximately 15 minutes before we got to 139;500 lbs we then advised ATC we would like to commence the ILS 9L. We landed without incident; taxied to the gate conducted checklist and handed the aircraft over to maintenance. The aircraft was at approximately 138;900 pounds at landing.

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Original NASA ASRS Text

Title: A MD-83 Left Hydraulic System lost fluid after takeoff so an emergency was declared; the QRH completed; and the flight returned to the departure airport for an emergency landing.

Narrative: Upon departing passing 6;000 feet the overhead panel flashed L HYD LO annunciator. Checking the left hydraulic pressure gauge I watched the indicator slowly go to zero PSI; as well as the Quantity Indicator going to the 0 indication. As the PNF I went through the QRH for the single Hydraulic system failure checklist. We then advised ATC we needed to return to the departure airport. We contacted the flight attendants and let them know what was going on as well as made a brief PA to the passenger. We completed the Air Return checklist; Advised ATC to have emergency equipment standing by. We called Company Operations on Commercial Radio Service but were too low; we then called Operations and advised of the situation as well as station Maintenance. Knowing the aircraft was overweight approximately 143;000 LBS we wanted to secure the right side was not in fact losing fluid we decided to configure the aircraft flaps 15; as well as lower the gear to aid us in burning fuel to max landing weight. Also if a problem did occur on the right side system the gear and flaps were down and locked; we then advised ATC we would like to hold to burn the excess fuel to get below our landing weight. We held for approximately 15 minutes before we got to 139;500 lbs we then advised ATC we would like to commence the ILS 9L. We landed without incident; taxied to the gate conducted checklist and handed the aircraft over to Maintenance. The aircraft was at approximately 138;900 LBS at landing.

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.