Narrative:

We were preparing to depart from bwi for hpn. We were still at the gate. My captain and I had finished the after start checklist and had called for taxi when the captain (PF) noticed we were losing hydraulic fluid in system #2. We returned to the gate. Maintenance at bwi worked on the aircraft for over 4 1/2 hours (note: there was only one mechanic working in the rain, in poor lighting). When maintenance was finished we ran the aircraft up, checked for leaks and tested all affected system of #2 hydraulic system. All tests were completed to the satisfaction of the crew and maintenance. We left the gate for hpn and approximately XA10 am. Approximately 35 mi south of phl the cap noticed a slow loss of hydraulic fluid from system #1. This was not the system which had been serviced in bwi (although hydraulic fluid was added to the system to bring the fluid level above minimum dispatch level (1.5 quarts) we decided to descend from 19000 ft to 11000 ft and enter a holding pattern to perform the hydraulic pressure/loss quantity emergency checklist. We also discussed which airport would be most suited for our situation at hand and agreed phl was the best choice for our diversion. (WX conditions, length of runway, wind direction and available emergency assistance if needed). We completed a full crew brief on the ILS runway 9R at phl. Notified ATC (declared an emergency) briefed the flight attendant on the situation and our intentions to land at phl, briefed the passenger and notified the company of our situation we completed all other applicable checklist (descent, initial and final (flapless landing) approach to land). We touched down without incident and taxied clear off runway. After we agreed the #2 hydraulic system pressure and quantity were normal (landing gear is on #2 system) we taxied to the gate area and shutdown the aircraft. The passenger were removed without any known injuries or damage to aircraft. In closing I would like to add that of no time did I feel the outcome of this emergency be anything but a successful landing with no damage or injuries to aircraft or crew and passenger. The captain ran the cockpit in a cool, professional manner using all resources available (crew resource management) and all decisions were discussed and agreed on by the captain and myself. I also feel fire and rescue crews, ATC and all other parties involved in the emergency at phl performed extremely well and were prepared to react to whatever the outcome.

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Original NASA ASRS Text

Title: ACR MDT IN A DIVERSION TO ALTERNATE AFTER EMER DECLARED IN A NIGHT OP.

Narrative: WE WERE PREPARING TO DEPART FROM BWI FOR HPN. WE WERE STILL AT THE GATE. MY CAPT AND I HAD FINISHED THE AFTER START CHKLIST AND HAD CALLED FOR TAXI WHEN THE CAPT (PF) NOTICED WE WERE LOSING HYDRAULIC FLUID IN SYS #2. WE RETURNED TO THE GATE. MAINT AT BWI WORKED ON THE ACFT FOR OVER 4 1/2 HRS (NOTE: THERE WAS ONLY ONE MECHANIC WORKING IN THE RAIN, IN POOR LIGHTING). WHEN MAINT WAS FINISHED WE RAN THE ACFT UP, CHKED FOR LEAKS AND TESTED ALL AFFECTED SYS OF #2 HYDRAULIC SYS. ALL TESTS WERE COMPLETED TO THE SATISFACTION OF THE CREW AND MAINT. WE LEFT THE GATE FOR HPN AND APPROX XA10 AM. APPROX 35 MI S OF PHL THE CAP NOTICED A SLOW LOSS OF HYDRAULIC FLUID FROM SYS #1. THIS WAS NOT THE SYS WHICH HAD BEEN SERVICED IN BWI (ALTHOUGH HYDRAULIC FLUID WAS ADDED TO THE SYS TO BRING THE FLUID LEVEL ABOVE MINIMUM DISPATCH LEVEL (1.5 QUARTS) WE DECIDED TO DSND FROM 19000 FT TO 11000 FT AND ENTER A HOLDING PATTERN TO PERFORM THE HYDRAULIC PRESSURE/LOSS QUANTITY EMER CHKLIST. WE ALSO DISCUSSED WHICH ARPT WOULD BE MOST SUITED FOR OUR SIT AT HAND AND AGREED PHL WAS THE BEST CHOICE FOR OUR DIVERSION. (WX CONDITIONS, LENGTH OF RWY, WIND DIRECTION AND AVAILABLE EMER ASSISTANCE IF NEEDED). WE COMPLETED A FULL CREW BRIEF ON THE ILS RWY 9R AT PHL. NOTIFIED ATC (DECLARED AN EMER) BRIEFED THE FLT ATTENDANT ON THE SIT AND OUR INTENTIONS TO LAND AT PHL, BRIEFED THE PAX AND NOTIFIED THE COMPANY OF OUR SIT WE COMPLETED ALL OTHER APPLICABLE CHKLIST (DSCNT, INITIAL AND FINAL (FLAPLESS LNDG) APCH TO LAND). WE TOUCHED DOWN WITHOUT INCIDENT AND TAXIED CLR OFF RWY. AFTER WE AGREED THE #2 HYDRAULIC SYS PRESSURE AND QUANTITY WERE NORMAL (LANDING GEAR IS ON #2 SYS) WE TAXIED TO THE GATE AREA AND SHUTDOWN THE ACFT. THE PAX WERE REMOVED WITHOUT ANY KNOWN INJURIES OR DAMAGE TO ACFT. IN CLOSING I WOULD LIKE TO ADD THAT OF NO TIME DID I FEEL THE OUTCOME OF THIS EMER BE ANYTHING BUT A SUCCESSFUL LNDG WITH NO DAMAGE OR INJURIES TO ACFT OR CREW AND PAX. THE CAPT RAN THE COCKPIT IN A COOL, PROFESSIONAL MANNER USING ALL RESOURCES AVAILABLE (CREW RESOURCE MGMNT) AND ALL DECISIONS WERE DISCUSSED AND AGREED ON BY THE CAPT AND MYSELF. I ALSO FEEL FIRE AND RESCUE CREWS, ATC AND ALL OTHER PARTIES INVOLVED IN THE EMER AT PHL PERFORMED EXTREMELY WELL AND WERE PREPARED TO REACT TO WHATEVER THE OUTCOME.

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.