Narrative:

During departure off runway 22 at evansville, in, we experienced a hydraulic warning light, on the central warning panel. This occurred during gear retraction. The landing gear did retract, however, the hydraulic pump continued to run. The first officer, upon noting the hydraulic warning, turned the hydraulic pump switch off after gear retraction. This is correct procedure according to fsm. At that point during departure, ATC called out C172 traffic 11-12 O'clock and less than 2 mi. He stated, 'you do see the traffic don't you?' we responded negative and began a visual check outside. TCASII showed traffic 11:30-12 O'clock less than 2 mi, 100 ft below us. I pitched the nose up to increase climb rate, and then ATC said that we were clear of traffic. To our surprise, TCASII gave us no warnings. The increased climb rate must have been enough to alleviate a warning. The traffic diverted our attention from the hydraulic problem for a min or more. Upon closer examination, not only was the main accumulator near zero, our quantity gauge read zero also. While I notified ATC of our problem, the first officer looked up the emergency procedure in the fsm for hydraulic problems. After reading the procedure and considering the seriousness of the situation, we declared an emergency. We asked evv ATC to have emergency equipment standing. The fsm procedure called for the emergency landing handle to be pulled, landing gear handle down, brake pressures check 2 green. The landing gear free fell, and we got 3 green safe lights. We landed zero degree flaps with a reference speed of 134 KTS, reversed and used brakes without incident. The nosewheel steering was inoperative, so we used differential power and light braking to clear the runway. We stopped, shut down and had the aircraft towed back to the gate. All 21 people on board were very happy! The system worked as advertised. Evv ATC was very accommodating in handling our emergency. My first officer was very cool, calm, and collected during the whole situation. Truly an asset on the flight deck!!

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Original NASA ASRS Text

Title: AN ACR FLC HAS A LOSS OF HYD FLUID ON GEAR RETRACTION AND AS THEY BEGAN THEIR ANALYSIS OF THAT SIT THEY HAVE A CONFLICT WITH OPPOSITE DIRECTION TFC.

Narrative: DURING DEP OFF RWY 22 AT EVANSVILLE, IN, WE EXPERIENCED A HYD WARNING LIGHT, ON THE CENTRAL WARNING PANEL. THIS OCCURRED DURING GEAR RETRACTION. THE LNDG GEAR DID RETRACT, HOWEVER, THE HYD PUMP CONTINUED TO RUN. THE FO, UPON NOTING THE HYD WARNING, TURNED THE HYD PUMP SWITCH OFF AFTER GEAR RETRACTION. THIS IS CORRECT PROC ACCORDING TO FSM. AT THAT POINT DURING DEP, ATC CALLED OUT C172 TFC 11-12 O'CLOCK AND LESS THAN 2 MI. HE STATED, 'YOU DO SEE THE TFC DON'T YOU?' WE RESPONDED NEGATIVE AND BEGAN A VISUAL CHK OUTSIDE. TCASII SHOWED TFC 11:30-12 O'CLOCK LESS THAN 2 MI, 100 FT BELOW US. I PITCHED THE NOSE UP TO INCREASE CLB RATE, AND THEN ATC SAID THAT WE WERE CLR OF TFC. TO OUR SURPRISE, TCASII GAVE US NO WARNINGS. THE INCREASED CLB RATE MUST HAVE BEEN ENOUGH TO ALLEVIATE A WARNING. THE TFC DIVERTED OUR ATTN FROM THE HYD PROB FOR A MIN OR MORE. UPON CLOSER EXAMINATION, NOT ONLY WAS THE MAIN ACCUMULATOR NEAR ZERO, OUR QUANTITY GAUGE READ ZERO ALSO. WHILE I NOTIFIED ATC OF OUR PROB, THE FO LOOKED UP THE EMER PROC IN THE FSM FOR HYD PROBS. AFTER READING THE PROC AND CONSIDERING THE SERIOUSNESS OF THE SIT, WE DECLARED AN EMER. WE ASKED EVV ATC TO HAVE EMER EQUIP STANDING. THE FSM PROC CALLED FOR THE EMER LNDG HANDLE TO BE PULLED, LNDG GEAR HANDLE DOWN, BRAKE PRESSURES CHK 2 GREEN. THE LNDG GEAR FREE FELL, AND WE GOT 3 GREEN SAFE LIGHTS. WE LANDED ZERO DEG FLAPS WITH A REF SPD OF 134 KTS, REVERSED AND USED BRAKES WITHOUT INCIDENT. THE NOSEWHEEL STEERING WAS INOP, SO WE USED DIFFERENTIAL PWR AND LIGHT BRAKING TO CLR THE RWY. WE STOPPED, SHUT DOWN AND HAD THE ACFT TOWED BACK TO THE GATE. ALL 21 PEOPLE ON BOARD WERE VERY HAPPY! THE SYS WORKED AS ADVERTISED. EVV ATC WAS VERY ACCOMMODATING IN HANDLING OUR EMER. MY FO WAS VERY COOL, CALM, AND COLLECTED DURING THE WHOLE SIT. TRULY AN ASSET ON THE FLT DECK!!

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.