Narrative:

We departed indianapolis international airport in a G159. Shortly after landing gear retraction we initiated flap retraction. We heard strange noises coming from the hydraulic locker like there was air in the lines (small repetitive hammering type sound). Next, we felt a vibration on the flight controls. The vibrations stopped just as the flaps stopped at about 3-5 degrees from full up. I noted that normal hydraulic system pressure was zero and left my station to check the fluid level (found to be empty). I could see hydraulic fluid blowing off the trailing edge of the flap just behind the left engine nacelle. I came back to the cockpit to advise the first officer of the situation and included the flight attendant. At this time we were being controled by grissom approach. We elected to overfly okk our intended destination and continue on to yip, where we had facilities. We completed the hydraulic abnormalities procedure and concluded that 1) main/normal hydraulic system was inoperative due to fluid loss (landing gear, normal flaps, nosewheel steering), 2) auxiliary system was ok (toe brakes, and auxiliary flap control), 3) the gear would have to be extended with the emergency blow-down bottle. We declared an emergency about 25 mins from yip with ZOB. We elected not to use the flaps, suspecting the fluid loss during flap retraction may cause the auxiliary system fluid to be dumped also should we try to move them. The flight attendant prepared the cabin and I gave her the standard 2 min and 10 second warning before touchdown. She had 1 passenger. A flaps up landing was made and used toe brakes to steer the aircraft clear of the runway and stop. We shut down and had it towed to the hangar. We elected to use yip over ptk (our intended final destination) because yip had a longer runway.

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Original NASA ASRS Text

Title: FLC EXPERIENCES LOSS OF MAIN HYD SYS HYD FLUID.

Narrative: WE DEPARTED INDIANAPOLIS INTL ARPT IN A G159. SHORTLY AFTER LNDG GEAR RETRACTION WE INITIATED FLAP RETRACTION. WE HEARD STRANGE NOISES COMING FROM THE HYD LOCKER LIKE THERE WAS AIR IN THE LINES (SMALL REPETITIVE HAMMERING TYPE SOUND). NEXT, WE FELT A VIBRATION ON THE FLT CTLS. THE VIBRATIONS STOPPED JUST AS THE FLAPS STOPPED AT ABOUT 3-5 DEGS FROM FULL UP. I NOTED THAT NORMAL HYD SYS PRESSURE WAS ZERO AND LEFT MY STATION TO CHK THE FLUID LEVEL (FOUND TO BE EMPTY). I COULD SEE HYD FLUID BLOWING OFF THE TRAILING EDGE OF THE FLAP JUST BEHIND THE L ENG NACELLE. I CAME BACK TO THE COCKPIT TO ADVISE THE FO OF THE SIT AND INCLUDED THE FLT ATTENDANT. AT THIS TIME WE WERE BEING CTLED BY GRISSOM APCH. WE ELECTED TO OVERFLY OKK OUR INTENDED DEST AND CONTINUE ON TO YIP, WHERE WE HAD FACILITIES. WE COMPLETED THE HYD ABNORMALITIES PROC AND CONCLUDED THAT 1) MAIN/NORMAL HYD SYS WAS INOP DUE TO FLUID LOSS (LNDG GEAR, NORMAL FLAPS, NOSEWHEEL STEERING), 2) AUX SYS WAS OK (TOE BRAKES, AND AUX FLAP CTL), 3) THE GEAR WOULD HAVE TO BE EXTENDED WITH THE EMER BLOW-DOWN BOTTLE. WE DECLARED AN EMER ABOUT 25 MINS FROM YIP WITH ZOB. WE ELECTED NOT TO USE THE FLAPS, SUSPECTING THE FLUID LOSS DURING FLAP RETRACTION MAY CAUSE THE AUX SYS FLUID TO BE DUMPED ALSO SHOULD WE TRY TO MOVE THEM. THE FLT ATTENDANT PREPARED THE CABIN AND I GAVE HER THE STANDARD 2 MIN AND 10 SECOND WARNING BEFORE TOUCHDOWN. SHE HAD 1 PAX. A FLAPS UP LNDG WAS MADE AND USED TOE BRAKES TO STEER THE ACFT CLR OF THE RWY AND STOP. WE SHUT DOWN AND HAD IT TOWED TO THE HANGAR. WE ELECTED TO USE YIP OVER PTK (OUR INTENDED FINAL DEST) BECAUSE YIP HAD A LONGER RWY.

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.