So disagrees with his captain over an abnormal procedure.

Attributes
ACN	281789
Time
Date	199408
Day	Wed
Local Time Of Day	0601 To 1200
Place
Locale Reference	airport : rno
State Reference	NV
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Controlling Facilities	tower : rno
Operator	common carrier : air carrier
Make Model Name	B727-200
Operating Under FAR Part	Part 121
Flight Phase	climbout : initial
Route In Use	departure other
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : second officer
Qualification	pilot : atp pilot : instrument pilot : flight engineer pilot : commercial
Experience	flight time last 90 days : 225 flight time total : 7000 flight time type : 2000
ASRS Report	281789
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : instrument pilot : commercial
Events
Anomaly	aircraft equipment problem : less severe
Independent Detector	other flight crewa
Resolutory Action	none taken : anomaly accepted
Consequence	Other
Supplementary
Primary Problem	Aircraft
Air Traffic Incident	other

Narrative:

Shortly after takeoff we lost the entire 'a' hydraulic system, one of 2 main systems on the aircraft. (There is also a smaller limited 'standby' system). After consulting with our maintenance control and our onboard manuals we elected to continue to our destination of msp. In compliance with our emergency procedures, we began to prepare the aircraft for a single operating hydraulic system approach as we neared msp. One of the items we had to accomplish was the lowering of the flaps with an alternate electrical motor (instead of hydraulic). On final approach the motor for the outboard flaps failed, leaving us with just the inboard flaps. At this point we had to accomplish a new separate procedure for the failure of this system which necessitated going into a holding pattern, and burning extra fuel. In retrospect, I feel it may have been better to return to rno after the first failure of the hydraulic system. After any major system' degradation the possibility always exists for a second problem to arise. When this occurs with a minimum fuel state, your options for dealing with a second emergency may suddenly become very limited.

Original NASA ASRS Text

Title: SO DISAGREES WITH HIS CAPT OVER AN ABNORMAL PROC.

Narrative: SHORTLY AFTER TKOF WE LOST THE ENTIRE 'A' HYD SYS, ONE OF 2 MAIN SYSTEMS ON THE ACFT. (THERE IS ALSO A SMALLER LIMITED 'STANDBY' SYS). AFTER CONSULTING WITH OUR MAINT CTL AND OUR ONBOARD MANUALS WE ELECTED TO CONTINUE TO OUR DEST OF MSP. IN COMPLIANCE WITH OUR EMER PROCS, WE BEGAN TO PREPARE THE ACFT FOR A SINGLE OPERATING HYD SYS APCH AS WE NEARED MSP. ONE OF THE ITEMS WE HAD TO ACCOMPLISH WAS THE LOWERING OF THE FLAPS WITH AN ALTERNATE ELECTRICAL MOTOR (INSTEAD OF HYD). ON FINAL APCH THE MOTOR FOR THE OUTBOARD FLAPS FAILED, LEAVING US WITH JUST THE INBOARD FLAPS. AT THIS POINT WE HAD TO ACCOMPLISH A NEW SEPARATE PROC FOR THE FAILURE OF THIS SYS WHICH NECESSITATED GOING INTO A HOLDING PATTERN, AND BURNING EXTRA FUEL. IN RETROSPECT, I FEEL IT MAY HAVE BEEN BETTER TO RETURN TO RNO AFTER THE FIRST FAILURE OF THE HYD SYS. AFTER ANY MAJOR SYS' DEGRADATION THE POSSIBILITY ALWAYS EXISTS FOR A SECOND PROB TO ARISE. WHEN THIS OCCURS WITH A MINIMUM FUEL STATE, YOUR OPTIONS FOR DEALING WITH A SECOND EMER MAY SUDDENLY BECOME VERY LIMITED.

Data retrieved from NASA's ASRS site as of July 2007 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.