Narrative:

We were on the geetr arrival about 50 DME from bna when the hydraulic system #1 low quantity alert came on the MFDU. The pressure normal but the quantity was about 30-35 percent. After shutting the system #1 pumps off we then got a hydraulic stabilizer 1 alert and turned it off. Then got hydraulic engine #2 pump system #2 fault. Then we turned that pump off. That pretty much cleaned up the MFDU screen. The #1 flight attendant came up for connecting gates while we were shutting off pumps so I then briefed her about the problem and that the approach would take a little longer and that we would need to be towed in, but that for now the passenger didn't need to know as the aircraft was fully controllable. ATC did a great job supporting us with the emergency and gave us a discrete frequency upon our request. We also requested a 20 mi final for the alternate extension of the flaps and gear but then shortened it to 15 mi as we felt comfortable we could accomplish all checklists without being rushed. The WX was VMC and we had 15 mi visibility. Everything worked as advertised with the alternate extension of gear and flaps and we were able to stow the gear doors with the residual hydraulic fluid in system #1 as per the operations manual. Landing was uneventful and we were able to clear runway 2L. The crash fire rescue equipment folks were in place but thankfully not required. Our tug came out and pinned the gear taking us to the gate. I made a PA after exiting the runway about the crash fire rescue equipment and the tug.

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Original NASA ASRS Text

Title: EMER DECLARED LNDG AFTER F-100 LOSES #1 HYD SYS. ACFT EQUIP PROB MALFUNCTION.

Narrative: WE WERE ON THE GEETR ARR ABOUT 50 DME FROM BNA WHEN THE HYD SYS #1 LOW QUANTITY ALERT CAME ON THE MFDU. THE PRESSURE NORMAL BUT THE QUANTITY WAS ABOUT 30-35 PERCENT. AFTER SHUTTING THE SYS #1 PUMPS OFF WE THEN GOT A HYD STABILIZER 1 ALERT AND TURNED IT OFF. THEN GOT HYD ENG #2 PUMP SYS #2 FAULT. THEN WE TURNED THAT PUMP OFF. THAT PRETTY MUCH CLEANED UP THE MFDU SCREEN. THE #1 FLT ATTENDANT CAME UP FOR CONNECTING GATES WHILE WE WERE SHUTTING OFF PUMPS SO I THEN BRIEFED HER ABOUT THE PROB AND THAT THE APCH WOULD TAKE A LITTLE LONGER AND THAT WE WOULD NEED TO BE TOWED IN, BUT THAT FOR NOW THE PAX DIDN'T NEED TO KNOW AS THE ACFT WAS FULLY CONTROLLABLE. ATC DID A GREAT JOB SUPPORTING US WITH THE EMER AND GAVE US A DISCRETE FREQ UPON OUR REQUEST. WE ALSO REQUESTED A 20 MI FINAL FOR THE ALTERNATE EXTENSION OF THE FLAPS AND GEAR BUT THEN SHORTENED IT TO 15 MI AS WE FELT COMFORTABLE WE COULD ACCOMPLISH ALL CHKLISTS WITHOUT BEING RUSHED. THE WX WAS VMC AND WE HAD 15 MI VISIBILITY. EVERYTHING WORKED AS ADVERTISED WITH THE ALTERNATE EXTENSION OF GEAR AND FLAPS AND WE WERE ABLE TO STOW THE GEAR DOORS WITH THE RESIDUAL HYD FLUID IN SYS #1 AS PER THE OPS MANUAL. LNDG WAS UNEVENTFUL AND WE WERE ABLE TO CLR RWY 2L. THE CFR FOLKS WERE IN PLACE BUT THANKFULLY NOT REQUIRED. OUR TUG CAME OUT AND PINNED THE GEAR TAKING US TO THE GATE. I MADE A PA AFTER EXITING THE RWY ABOUT THE CFR AND THE TUG.

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.