Narrative:

We had a scheduled ferry flight and after preflight and normal start; on taxi out we received a cyan flaps fault msg. We consulted the QRH which stated there was a fault in the system but that flaps should operate normally. We continued. Gear and flap retraction was all normal after takeoff. We leveled off at 3000 feet. Approximately 200 kts and 10 miles from [our destination] with the runway and field in sight; I selected flaps 10 per pilot flying request. At that time we heard a squealing sound from the back of the aircraft and then promptly received a amber hydraulic ptu fail cas message. That message extinguished within 3-5 seconds along with the squealing ptu noise. After selecting flaps 20 and gear down; we immediately received an amber left hydraulic press low; a gear disagree; and a spoiler fail message. At that point I requested from ATC that we be pulled off the visual approach and given delay vectors to assess the situation. After running the QRH for the left hydraulic press low; we executed the alternate gear extension per the checklists guidance. Once we did that the amber gear disagree cas message extinguished. Continuing the QRH; we noticed we would not have any nose wheel steering once on the ground and we would need to be towed. I declared an emergency at that point. We informed ATC of the situation giving them the pertinent info. We referenced the QRH for the last message which was the spoilers fault. I opted to land without using the thrust reverses to mitigate any asymmetrical thrust since we were limited on the ground with our steering. The QRH stated a landing conversion factor of 1.4 without TR use for the hydraulic press low and 1.65 for the spoilers fail msg. We took the conservative number of 1.65 which gave us a factored landing distance of 4969 feet (3012 x 1.65). We had more than that available so we were satisfied. After announcing the emergency and finishing up the QRH; I took control of the aircraft for the landing. We landed right on centerline and used brakes only to maintain lateral control and stop. Once stopped; men and equipment arrived and chocked us. We then shut down both engines and exited out to pin the gear. We were then towed to the ramp. On post flight; noticed a large amount of hydraulic fluid just forward of aft equipment bay door that was smeared all the way back on the underside of plane.

Related reports:

Google
 

Original NASA ASRS Text

Title: Challenger 300 Captain experiences a flap fault during taxi out which the QRH indicates should operate normally during the short flight. The gear and flaps retract normally after takeoff but when the gear is extended for landing an amber L HYD PRESS LOW; a GEAR DISAGREE and a SPOILER FAIL messages appear. A go-around is initiated and the gear is extended via alternate means; followed by a normal landing without nose wheel steering.

Narrative: We had a scheduled ferry flight and after preflight and normal start; on taxi out we received a cyan FLAPS FAULT msg. We consulted the QRH which stated there was a fault in the system but that flaps should operate normally. We continued. Gear and flap retraction was all normal after takeoff. We leveled off at 3000 feet. Approximately 200 kts and 10 miles from [our destination] with the runway and field in sight; I selected flaps 10 per pilot flying request. At that time we heard a squealing sound from the back of the aircraft and then promptly received a amber HYD PTU FAIL CAS message. That message extinguished within 3-5 seconds along with the squealing PTU noise. After selecting flaps 20 and gear down; we immediately received an amber L HYD PRESS LOW; a GEAR DISAGREE; and a SPOILER FAIL message. At that point I requested from ATC that we be pulled off the visual approach and given delay vectors to assess the situation. After running the QRH for the L HYD PRESS LOW; we executed the alternate gear extension per the checklists guidance. Once we did that the Amber GEAR DISAGREE CAS message extinguished. Continuing the QRH; we noticed we would not have any nose wheel steering once on the ground and we would need to be towed. I declared an emergency at that point. We informed ATC of the situation giving them the pertinent info. We referenced the QRH for the last message which was the SPOILERS FAULT. I opted to land without using the thrust reverses to mitigate any asymmetrical thrust since we were limited on the ground with our steering. The QRH stated a landing conversion factor of 1.4 without TR use for the HYD PRESS LOW and 1.65 for the SPOILERS FAIL msg. We took the conservative number of 1.65 which gave us a factored landing distance of 4969 feet (3012 x 1.65). We had more than that available so we were satisfied. After announcing the emergency and finishing up the QRH; I took control of the aircraft for the landing. We landed right on centerline and used brakes only to maintain lateral control and stop. Once stopped; men and equipment arrived and chocked us. We then shut down both engines and exited out to pin the gear. We were then towed to the ramp. On post flight; noticed a large amount of hydraulic fluid just forward of aft equipment bay door that was smeared all the way back on the underside of plane.

Data retrieved from NASA's ASRS site 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.