Narrative:

I was operating as the first officer on aircraft X from ZZZ to ZZZ1. We departed from ZZZ normally and while climbing through FL220; a hydraulic 3 lo press caution message came up on ED1; as well as an ib flight splrs caution message. Captain called for me to run the associated QRH procedure; and took control of the radios while I would run the procedure. Per 9E QRH 4-12; the procedure instructed me to check if hydraulic system 3 had more than 1800 psi of pressure. At that time; hydraulic system 3 was fluctuating between 1800 and 2000 psi. The QRH instructed me to turn on the 3A hydraulic pump; but as I did; the quantity in hydraulic system 3 reduced to 0 and the pressure fluctuations continued. I continued to run the QRH procedure. Up as I did; the pressure in hydraulic system 3 reduced to 0. The temperature readout for hydraulic system 3 during all of this read at 27C. The QRH instructed us to turn off both hydraulic 3A and 3B pumps off; and to make a flaps 20 landing at the nearest suitable airport. With this system inoperative; we would lose the inboard ground spoilers; hydraulic gear actuation; and nose wheel steering. Once I had completed the QRH procedure; the captain transferred control of the aircraft and radios to me while he communicated with dispatch and the [maintenance control] through ACARS. He tried multiple times to contact dispatch through arinc but was not successful. Dispatch was very prompt with their responses over ACARS so we decided to strictly communicate with them this way while in the air. Dispatch asked if any circuit breakers had been tripped and confirmed that we had run the QRH procedure. We had; and the only circuit breaker tripped was 2m8; which was for the beacon lights. Dispatch then asked if we were ok to continue to ZZZ1. The captain and I agreed that this was the best course of action as we were only 25 minutes from the airport and they had adequate runway space for us to land. Then; I relayed our souls onboard; 49; and fuel; 6400 lbs; to ATC while the captain ran through the QRH one more time to double check that we had covered everything in the procedure. He then contacted the flight attendants and made a passenger announcement; informing them that we had a slight malfunction and would need to be towed to the gate after a normal landing in ZZZ1. We then decided that we wanted to land on runway xxr at ZZZ1 rather than the active runway xy; due to xxr being much longer; and the possibility of us losing our inboard brakes on landing. The duty pilot asked us if we would be able to vacate the runway using the high speed taxiway; and after receiving our landing numbers and adding the 70% required by the QRH; we determined that we would be able to. As we began our descent into ZZZ1; I gave control the aircraft back to the captain and I took control of the radios and pm responsibilities. We requested a long final for xxr so that we could ensure that our landing gear was down and locked in plenty of time before the runway; given that we had to manually extend the gear. We landed on 28R normally and were able to vacate at high speed taxiway B6. We then came to a stop on B; and waited for arff to inspect the aircraft. The moment we stopped; the captain made a PA to the passengers not to be alarmed. Once receiving the all clear; we started the APU; raised the flaps; and shut down the engines. Arff informed that there was fluid leaking from the aft of the aircraft. Once being released by arff; we were towed to the gate and deplaned normally. During the post flight inspection. The line mechanic showed us the manual level indicator for hydraulic system 3; in the hydraulic service panel; was reading 0. There was also a considerable amount of hydraulic fluid leaking from a panel on the rear of the fuselage; near the hydraulic service panel. We then returned to the flight deck where the captain made the necessary maintenance write ups as well as discussed with the [maintenance control] and duty pilot. Emergency was caused by leakin hydraulic system 3; leading to a loss of that system and associated systems and components. In my opinion; the crew acted professionally and operated based on standard operating procedure. Captain was a fantastic leader and commanded the aircraft as an exemplary airman. Flight attendants were professional and did a fantastic job preparing the cabin and ensuring passenger safety and comfort.

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Original NASA ASRS Text

Title: CRJ-900 Flight Crew reported loss of #3 Hydraulic Quantity; resulting in loss of systems and an emergency landing.

Narrative: I was operating as the First Officer on Aircraft X from ZZZ to ZZZ1. We departed from ZZZ normally and while climbing through FL220; a HYD 3 LO PRESS caution message came up on ED1; as well as an IB FLT SPLRS caution message. Captain called for me to run the associated QRH procedure; and took control of the radios while I would run the procedure. Per 9E QRH 4-12; the procedure instructed me to check if HYD SYS 3 had more than 1800 PSI of pressure. At that time; Hydraulic system 3 was fluctuating between 1800 and 2000 PSI. The QRH instructed me to turn on the 3A Hydraulic pump; but as I did; the quantity in Hydraulic system 3 reduced to 0 and the pressure fluctuations continued. I continued to run the QRH procedure. Up as I did; the pressure in Hydraulic system 3 reduced to 0. The temperature readout for hydraulic system 3 during all of this read at 27C. The QRH instructed us to turn off both Hydraulic 3A and 3B pumps off; and to make a Flaps 20 landing at the nearest suitable airport. With this system INOP; we would lose the inboard ground spoilers; hydraulic gear actuation; and nose wheel steering. Once I had completed the QRH procedure; the Captain transferred control of the aircraft and radios to me while he communicated with Dispatch and the [Maintenance Control] through ACARS. He tried multiple times to contact Dispatch through ARINC but was not successful. Dispatch was very prompt with their responses over ACARS so we decided to strictly communicate with them this way while in the air. Dispatch asked if any circuit breakers had been tripped and confirmed that we had run the QRH procedure. We had; and the only circuit breaker tripped was 2M8; which was for the beacon lights. Dispatch then asked if we were ok to continue to ZZZ1. The Captain and I agreed that this was the best course of action as we were only 25 minutes from the airport and they had adequate runway space for us to land. Then; I relayed our souls onboard; 49; and fuel; 6400 lbs; to ATC while the Captain ran through the QRH one more time to double check that we had covered everything in the procedure. He then contacted the flight attendants and made a passenger announcement; informing them that we had a slight malfunction and would need to be towed to the gate after a normal landing in ZZZ1. We then decided that we wanted to land on Runway XXR at ZZZ1 rather than the active Runway XY; due to XXR being much longer; and the possibility of us losing our inboard brakes on landing. The duty pilot asked us if we would be able to vacate the runway using the high speed taxiway; and after receiving our landing numbers and adding the 70% required by the QRH; we determined that we would be able to. As we began our descent into ZZZ1; I gave control the aircraft back to the Captain and I took control of the Radios and PM responsibilities. We requested a long final for XXR so that we could ensure that our landing gear was down and locked in plenty of time before the runway; given that we had to manually extend the gear. We landed on 28R normally and were able to vacate at high speed taxiway B6. We then came to a stop on B; and waited for ARFF to inspect the aircraft. The moment we stopped; the Captain made a PA to the passengers not to be alarmed. Once receiving the all clear; we started the APU; raised the flaps; and shut down the engines. ARFF informed that there was fluid leaking from the aft of the aircraft. Once being released by ARFF; we were towed to the gate and deplaned normally. During the post flight inspection. The line mechanic showed us the manual level indicator for Hydraulic system 3; in the hydraulic service panel; was reading 0. There was also a considerable amount of hydraulic fluid leaking from a panel on the rear of the fuselage; near the hydraulic service panel. We then returned to the flight deck where the Captain made the necessary maintenance write ups as well as discussed with the [Maintenance Control] and duty pilot. Emergency was caused by leakin Hydraulic System 3; leading to a loss of that system and associated systems and components. In my opinion; the crew acted professionally and operated based on Standard Operating Procedure. Captain was a fantastic leader and commanded the aircraft as an exemplary airman. Flight Attendants were professional and did a fantastic job preparing the cabin and ensuring passenger safety and comfort.

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.