Narrative:

We landed runway 18 dayton. The first officer made the landing and at approximately 70 KTS I took over the aircraft with normal braking and the aircraft slowed normally. The flight engineer called out hydraulic/brake pressure normal but hydraulic fluid has dropped. I asked how bad it was and he said we appear to be losing hydraulic fluid. I elected to leave the flaps down, retract the spoilers and try to at least get to the commercial passenger ramp. The hydraulic pressure was good at the passenger ramp. Second officer told me he had gone to the bypass hydraulic position with the auxiliary pump on, still good pressure on brakes on taxiway into ramp. I slowed the aircraft way down and asked second officer to call the company to get a tug to tow us in. At that point I lost all brake pressure. We had already broken the safety wire on the emergency air brake handle, so I tried the air brake. Nothing happened, I told the crew to shut down engine #1 and #4. I tried the air brake handle again, nothing. I tried reversing engine #2 and #3, did not feel the reverse buckets move or see any 'lights' indication, so I dropped the reverse handles, told the first officer to shut off engine #2 and #3 which he did. It was apparent we were going to hit an aircraft on the ramp, the first officer saw the engine of large transport coming at him and wisely leaped out of his seat onto the floor. We hit the large transport. We stopped and I told the other crew members to go out the crew door. We all 3 exited through the crew door. Supplemental information from acn 117378: as we taxied onto the passenger ramp and continued around its perimeter, the steering was normal and we kept monitoring pressure and quantity. I suggested we hold on the passenger ramp. He acknowledged my suggestion but said we would taxi on to the last taxiway leading to the ramp. I believe the captain erred judgementally when he continued to taxi when it was not absolutely necessary.

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Original NASA ASRS Text

Title: ACR HVT LOST HYDRAULIC FLUID PRESSURE AFTER LNDG AND HIT AN ACFT ON THE PASSENGER RAMP.

Narrative: WE LANDED RWY 18 DAYTON. THE F/O MADE THE LNDG AND AT APPROX 70 KTS I TOOK OVER THE ACFT WITH NORMAL BRAKING AND THE ACFT SLOWED NORMALLY. THE FLT ENGINEER CALLED OUT HYDRAULIC/BRAKE PRESSURE NORMAL BUT HYDRAULIC FLUID HAS DROPPED. I ASKED HOW BAD IT WAS AND HE SAID WE APPEAR TO BE LOSING HYDRAULIC FLUID. I ELECTED TO LEAVE THE FLAPS DOWN, RETRACT THE SPOILERS AND TRY TO AT LEAST GET TO THE COMMERCIAL PAX RAMP. THE HYDRAULIC PRESSURE WAS GOOD AT THE PAX RAMP. S/O TOLD ME HE HAD GONE TO THE BYPASS HYDRAULIC POSITION WITH THE AUX PUMP ON, STILL GOOD PRESSURE ON BRAKES ON TXWY INTO RAMP. I SLOWED THE ACFT WAY DOWN AND ASKED S/O TO CALL THE COMPANY TO GET A TUG TO TOW US IN. AT THAT POINT I LOST ALL BRAKE PRESSURE. WE HAD ALREADY BROKEN THE SAFETY WIRE ON THE EMER AIR BRAKE HANDLE, SO I TRIED THE AIR BRAKE. NOTHING HAPPENED, I TOLD THE CREW TO SHUT DOWN ENGINE #1 AND #4. I TRIED THE AIR BRAKE HANDLE AGAIN, NOTHING. I TRIED REVERSING ENGINE #2 AND #3, DID NOT FEEL THE REVERSE BUCKETS MOVE OR SEE ANY 'LIGHTS' INDICATION, SO I DROPPED THE REVERSE HANDLES, TOLD THE F/O TO SHUT OFF ENGINE #2 AND #3 WHICH HE DID. IT WAS APPARENT WE WERE GOING TO HIT AN ACFT ON THE RAMP, THE F/O SAW THE ENGINE OF LGT COMING AT HIM AND WISELY LEAPED OUT OF HIS SEAT ONTO THE FLOOR. WE HIT THE LGT. WE STOPPED AND I TOLD THE OTHER CREW MEMBERS TO GO OUT THE CREW DOOR. WE ALL 3 EXITED THROUGH THE CREW DOOR. SUPPLEMENTAL INFORMATION FROM ACN 117378: AS WE TAXIED ONTO THE PAX RAMP AND CONTINUED AROUND ITS PERIMETER, THE STEERING WAS NORMAL AND WE KEPT MONITORING PRESSURE AND QUANTITY. I SUGGESTED WE HOLD ON THE PAX RAMP. HE ACKNOWLEDGED MY SUGGESTION BUT SAID WE WOULD TAXI ON TO THE LAST TXWY LEADING TO THE RAMP. I BELIEVE THE CAPT ERRED JUDGEMENTALLY WHEN HE CONTINUED TO TAXI WHEN IT WAS NOT ABSOLUTELY NECESSARY.

Data retrieved from NASA's ASRS site as of August 2007 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.