Narrative:

On climbout; at approximately 10;000 feet; ib spoilerons and ib flight splrs caution messages appeared and within about 5 seconds hydraulic 2 lo press caution message alerted us. I checked fluid quality via hydraulic synoptic page and hydraulic system 2 was zero percent. I transferred control of the aircraft to the first officer and ran the QRH for a hydraulic 2 lo press. Completed QRH. QRH directed to land at nearest suitable airport and I coordinated that with dispatch. [We advised] ATC. Called flight attendants and briefed them. Made a PA announcement to the passengers to inform them of the situation. Informed them and emphasized the plane is under control and safe and we are going to return to ZZZ. Per QRH prepped for a flaps 20 landing and I requested [runway] 31L. I resumed pilot flying duties. QRH informs that we had lost gear down locks so I had the first officer call operations and request gear pins to be ready. We notified tower that we would need to have the landing gear pinned on arrival. Landed on [runway] 31L and used sufficient braking to stay straight on centerline smoothly without having to adjust brake pressure as to maintain outboard braking ability with accumulator pressure and minimize landing gear side-loading. Brought aircraft to a stop and applied parking brake. Made an announcement to the passengers; briefing them to stay seated; on the safe landing; the inspection of crash fire rescue equipment (crash fire rescue) as a precaution; and that I would have more information on how we will get everyone to gate in a few minutes. Briefed flight attendants on the same. Crash fire rescue equipment finished inspection and mechanics arrived on scene. Mechanics pinned aircraft and taxied to [the] hardstand without incident. Made numerous updates to passengers and calls to flight attendants to keep them informed from the initial call until I thanked them for following crew member instructions at the hardstand before passengers deplaned.this event was handled with confidence due to several key factors. The first being the training department instilling; and demonstrating the proper way to handle events such as the one that occurred. By doing events similar to this in the simulator many times over the time I have been here; I was able to accomplish the tasks necessary and coordinate with the first officer (first officer); fas (flight attendants); dispatch; ATC and the passengers. Secondly; the first officer had received the same training and was able to assist me by managing the aircraft and radios while I was running the QRH and performing other duties. I emphasize this because as a manager I can better perform other tasks and stay focused if I don't have to micromanage the first officer flying the aircraft. I was able to utilize his piloting abilities to verify and double check what I was doing. Third was the skill of the flight attendants. They listened and communicated extremely well. I asked if they had questions. They didn't task saturate me. This is key. They knew I was busy and I kept them updated when I had time. This allowed us to avoid having them call at times when I was busy to ask questions. Last key to this was ATC assistance during the flight. They responded to all requests without hesitation; didn't rush us in any way from the time of the event to the time I reached the hardstand.

Related reports:

Google
 

Original NASA ASRS Text

Title: CRJ-900 flight crew reported emergency return due to hydraulic system malfunction on departure.

Narrative: On climbout; at approximately 10;000 feet; IB SPOILERONS and IB FLT SPLRS caution messages appeared and within about 5 seconds HYD 2 LO PRESS Caution message alerted us. I checked fluid quality via Hydraulic synoptic page and Hydraulic System 2 was zero percent. I transferred control of the aircraft to the First Officer and ran the QRH for a HYD 2 LO PRESS. Completed QRH. QRH directed to land at nearest suitable airport and I coordinated that with Dispatch. [We advised] ATC. Called Flight Attendants and briefed them. Made a PA announcement to the passengers to inform them of the situation. Informed them and emphasized the plane is under control and safe and we are going to return to ZZZ. Per QRH prepped for a flaps 20 landing and I requested [Runway] 31L. I resumed pilot flying duties. QRH informs that we had lost gear down locks so I had the First Officer call Operations and request gear pins to be ready. We notified Tower that we would need to have the landing gear pinned on arrival. Landed on [Runway] 31L and used sufficient braking to stay straight on centerline smoothly without having to adjust brake pressure as to maintain outboard braking ability with accumulator pressure and minimize landing gear side-loading. Brought aircraft to a stop and applied parking brake. Made an announcement to the passengers; briefing them to stay seated; on the safe landing; the inspection of CFR (Crash Fire Rescue) as a precaution; and that I would have more information on how we will get everyone to gate in a few minutes. Briefed Flight Attendants on the same. CFR finished inspection and mechanics arrived on scene. Mechanics pinned aircraft and taxied to [the] hardstand without incident. Made numerous updates to passengers and calls to Flight Attendants to keep them informed from the initial call until I thanked them for following crew member instructions at the hardstand before passengers deplaned.This event was handled with confidence due to several key factors. The first being the training department instilling; and demonstrating the proper way to handle events such as the one that occurred. By doing events similar to this in the simulator many times over the time I have been here; I was able to accomplish the tasks necessary and coordinate with the FO (First Officer); FAs (Flight Attendants); Dispatch; ATC and the passengers. Secondly; the First Officer had received the same training and was able to assist me by managing the aircraft and radios while I was running the QRH and performing other duties. I emphasize this because as a manager I can better perform other tasks and stay focused if I don't have to micromanage the FO flying the aircraft. I was able to utilize his piloting abilities to verify and double check what I was doing. Third was the skill of the Flight Attendants. They listened and communicated extremely well. I asked if they had questions. They didn't task saturate me. This is key. They knew I was busy and I kept them updated when I had time. This allowed us to avoid having them call at times when I was busy to ask questions. Last key to this was ATC assistance during the flight. They responded to all requests without hesitation; didn't rush us in any way from the time of the event to the time I reached the hardstand.

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.