Narrative:

Hydraulic edp 2A caution msg displayed during cruise at FL340. Quick scan realized hydraulic pump 2 was in the on position from the single taxi procedure. Selected the hydraulic pump 2 to automatic and received hydraulic 2 lo press. Completed QRH for hydraulic 2 lo press directing the hydraulic pump 2 to be selected on. Hyd system 2 synoptic page indicated no hydraulic pressure and quantity was zero but outboard brakes pressure still had about 2600 psi. We continue the QRH flow with system 2 pressure less than 1800 psi which directed 'max altitude FL260; land at the nearest suitable airport'; flaps 20 landing; vref (45) plus 12 kts minimum; landing distance increased 1.90% (only left thrust avail). After completing the QRH; flight controls were transferred to captain with com 1; directed first officer to notify dispatch of our situation and ask dispatch for possible diversion airports. Contacted ATC with a request for FL260 and notified ATC we have to divert and will let them know of our intentions regarding airports. ATC asked us what we need for runway length. I told ATC about 10;000 ft runway with consideration for the QRH and full pax count plus 5 crew members. Dispatch did relay ZZZ as the diversion but not sure if they received our ACARS runway 34 was closed. At this point; committed to ZZZ1 given the runway length available and suitable; arff support; and/or maintenance. ATC cleared us direct to ZZZ1 and priority handling and arff support was waiting. Also directed jumpseater to review over the QRH on his own to ensure we did not miss anything. Did a visual to rwy xl; backup by ILS/localizer rwy xl. Upon touchdown and confident that we had enough runway to roll; opted to not use the one left thrust reverser and applied brakes the last 1000 ft before exiting taxiway B5. Fire trucks inspected aircraft on taxiway B with no visible damage or leaks. Taxi and parked at gate. Flight attendants were notified of the diversion with a yellow level precautionary landing only and expect it to be normal. First officer (jump seat) said one of the flight attendant may have mistakenly made a PA that it was an emergency landing. One passenger in 1st class wanted to know more details on the hyd sys and why we diverted but he declined to elaborate. Did talk to both flight attendant after all pax deplaned; they were okay.maintenance personnel; first officer/captain: verified on post flight some residual hyd fluid on the right engine bottom aft enclosure; minimum fluid on the tarmac under the right engine. Note: hydraulic pump 2 on for single left eng taxi and forgot to switch to hyd pump 2 back to automatic after right eng started. Also first officer said he did not see any indication of hyd fluid leak on pre-flight.

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Original NASA ASRS Text

Title: CRJ-900 Captain reported a HYD 2A engine pump caution message at FL340 and noted the pump was selected to on and not auto as it should have been. The hydraulic system 2 synoptic indicated no pressure and no quantity. The QRH called for a diversion to the nearest suitable airport which was accomplished.

Narrative: HYD EDP 2A caution msg displayed during cruise at FL340. Quick scan realized HYD Pump 2 was in the ON position from the single taxi procedure. Selected the HYD Pump 2 to AUTO and received HYD 2 LO PRESS. Completed QRH for HYD 2 LO PRESS directing the HYD Pump 2 to be selected ON. Hyd System 2 synoptic page indicated no hydraulic pressure and quantity was zero but outboard brakes pressure still had about 2600 PSI. We continue the QRH flow with System 2 pressure less than 1800 PSI which directed 'max altitude FL260; land at the nearest suitable airport'; Flaps 20 landing; Vref (45) plus 12 kts minimum; landing distance increased 1.90% (only left Thrust avail). After completing the QRH; flight controls were transferred to CAPT with Com 1; directed FO to notify Dispatch of our situation and ask Dispatch for possible diversion airports. Contacted ATC with a request for FL260 and notified ATC we have to divert and will let them know of our intentions regarding airports. ATC asked us what we need for runway length. I told ATC about 10;000 ft runway with consideration for the QRH and full pax count plus 5 crew members. Dispatch did relay ZZZ as the diversion but not sure if they received our ACARS Runway 34 was closed. At this point; committed to ZZZ1 given the runway length available and suitable; ARFF support; and/or Maintenance. ATC cleared us direct to ZZZ1 and priority handling and ARFF support was waiting. Also directed jumpseater to review over the QRH on his own to ensure we did not miss anything. Did a visual to Rwy XL; backup by ILS/LOC Rwy XL. Upon touchdown and confident that we had enough runway to roll; opted to NOT use the one left thrust reverser and applied brakes the last 1000 ft before exiting taxiway B5. Fire trucks inspected aircraft on taxiway B with no visible damage or leaks. Taxi and parked at gate. Flight Attendants were notified of the diversion with a yellow level precautionary landing only and expect it to be normal. FO (jump seat) said one of the FA may have mistakenly made a PA that it was an emergency landing. One passenger in 1st Class wanted to know more details on the Hyd Sys and why we diverted but he declined to elaborate. Did talk to both FA after all pax deplaned; they were okay.Maintenance personnel; FO/CAPT: verified on post flight some residual hyd fluid on the right engine bottom aft enclosure; minimum fluid on the tarmac under the right engine. Note: HYD Pump 2 ON for single Left Eng taxi and forgot to switch to Hyd Pump 2 back to AUTO after Right Eng started. Also FO said he did not see any indication of hyd fluid leak on pre-flight.

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.