Narrative:

At cruise after departing the track shortly after the captain (ca) began her rest break; we got a left hydraulic qty status message and the left rsvr light illuminated. We were down to .41 with RF showing on the left system with good pressure. C and right systems were normal and remained so for the remainder of the flight. The first officer (first officer) and I consulted the QRH and as time went on we determined we were slowly loosing quantity. We evaluated our position and weather and had multiple choices if needed. We both believed that we would eventually end up with a complete loss of the left hydraulic system. We called the ca back to the flight deck. We briefed the ca on the failure and discussed the many issues involved with the impending loss of the left hydraulic system. We contacted dispatch and maintenance on sat and eventually decided to continue to destination. The left system quantity continued to decrease and eventually (still at cruise) we got a left hydraulic engine pump and press. We turned off the left engine hydraulic pump as per the QRH. We reviewed the hydraulic system pressure (left only) QRH procedure and were prepared for the long checklist to configure the aircraft for landing using the alternate flap and gear extension and were prepared for all the associated losses to aircraft performance and stopping capabilities. We coordinated with approach and arrival for a long slow final to configure the aircraft and as expected; when we went for flaps 1 we got the left system press light. We ran the QRH procedure and configured as per the QRH and landed. The first officer landed and the ca was able to clear the runway. We shut down and were towed to the gate.

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Original NASA ASRS Text

Title: A B757 flight crew experienced low fluid quantity in the left hydraulic system about two hours from destination and elected to continue. Before leaving cruise altitude the fluid was depleted and pressure was lost. Alternate gear and flap extension QRH procedures were used and a normal landing ensued.

Narrative: At Cruise after departing the track shortly after the Captain (CA) began her rest break; we got a L HYD QTY status message and the L RSVR light illuminated. We were down to .41 with RF showing on the left system with good pressure. C and R systems were normal and remained so for the remainder of the flight. The First Officer (FO) and I consulted the QRH and as time went on we determined we were slowly loosing quantity. We evaluated our position and weather and had multiple choices if needed. We both believed that we would eventually end up with a complete loss of the left hydraulic system. We called the CA back to the flight deck. We briefed the CA on the failure and discussed the many issues involved with the impending loss of the left HYD system. We contacted dispatch and maintenance on SAT and eventually decided to continue to destination. The L system quantity continued to decrease and eventually (still at cruise) we got a L HYD ENG PUMP and PRESS. We turned off the L ENG HYD PUMP as per the QRH. We reviewed the HYDRAULIC SYSTEM PRESSURE (L only) QRH procedure and were prepared for the long checklist to configure the aircraft for landing using the alternate flap and gear extension and were prepared for all the associated losses to aircraft performance and stopping capabilities. We coordinated with approach and arrival for a long slow final to configure the aircraft and as expected; when we went for Flaps 1 we got the L SYS PRESS light. We ran the QRH procedure and configured as per the QRH and landed. The FO landed and the CA was able to clear the runway. We shut down and were towed to the gate.

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.