A jetstream 32 on approach at 2500 ft declared an emergency due to loss of all hydraulic pressure an...

Attributes
ACN	396873
Time
Date	199803
Day	Mon
Local Time Of Day	1801 To 2400
Place
Locale Reference	atc facility : fwa
State Reference	IN
Altitude	msl bound lower : 2500 msl bound upper : 2500
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Controlling Facilities	tracon : fwa tower : fwa
Operator	common carrier : air carrier
Make Model Name	Jetstream 32
Operating Under FAR Part	Part 121
Flight Phase	descent : approach landing other other
Route In Use	arrival other
Flight Plan	IFR
Person 1
Affiliation	company : air carrier
Function	flight crew : captain oversight : pic
Qualification	pilot : atp pilot : instrument pilot : cfi
Experience	flight time last 90 days : 150 flight time total : 3200 flight time type : 700
ASRS Report	396873
Person 2
Affiliation	company : air carrier
Function	flight crew : first officer
Qualification	pilot : instrument pilot : commercial
Events
Anomaly	aircraft equipment problem : critical other anomaly other
Independent Detector	aircraft equipment other aircraft equipment : unspecified other flight crewa
Resolutory Action	flight crew : declared emergency none taken : unable
Consequence	Other
Supplementary
Primary Problem	Aircraft

Narrative:

On approach, when lowering gear and selecting flaps, a strange noise was heard. Scanning the instruments, it was discovered the hydraulic pump outputs (2) were zero. We went missed approach, advised the tower that we needed time to investigate a possible problem. Tower initially advised us to hold in the traffic pattern, then later cleared us to maneuver at our discretion. Both myself and my first officer reviewed our checklists, seeing if we could figure out any problem. No checklist addressed our problem. We called our operations department, who called our maintenance base in st louis. He described our situation. Maintenance had no suggestions other than landing at ft wayne. Tower called and asked for an update. We told them we'd rather not describe the situation until we had fully assessed it. We called operations to receive landing data for flaps without full flap settings. They could not get it for us, and our performance data did not include it. We then called tower, let them know the situation, requested vectors to final, and equipment (crash/fire) on alert. Tower advised us crash/fire was already standing by, and we received a landing clearance. We landed with no further incident. On final, our landing flaps did lower with hydraulic pressure. Postflt inspections revealed hydraulic fluid streaming from an unknown source under the aircraft. Crash/fire rescue does a valuable service, however, they need better coordination with airline operations to evaluate the situation. They must understand a pilot's first responsibility is aviate, then communicate. Callback conversation with reporter revealed the following information: the reporter stated the aircraft was a jetstream 32 and the cause of the complete loss of hydraulic fluid was the failure of a line and fitting in the auxiliary hydraulic system. The reporter said the line was located near the reservoir and when the line failed it allowed the main and auxiliary system to be drained.

Original NASA ASRS Text

Title: A JETSTREAM 32 ON APCH AT 2500 FT DECLARED AN EMER DUE TO LOSS OF ALL HYD PRESSURE AND QUANTITY CAUSED BY THE FAILURE OF A LINE AND FITTING IN THE AUX HYD SYS.

Narrative: ON APCH, WHEN LOWERING GEAR AND SELECTING FLAPS, A STRANGE NOISE WAS HEARD. SCANNING THE INSTS, IT WAS DISCOVERED THE HYD PUMP OUTPUTS (2) WERE ZERO. WE WENT MISSED APCH, ADVISED THE TWR THAT WE NEEDED TIME TO INVESTIGATE A POSSIBLE PROB. TWR INITIALLY ADVISED US TO HOLD IN THE TFC PATTERN, THEN LATER CLRED US TO MANEUVER AT OUR DISCRETION. BOTH MYSELF AND MY FO REVIEWED OUR CHKLISTS, SEEING IF WE COULD FIGURE OUT ANY PROB. NO CHKLIST ADDRESSED OUR PROB. WE CALLED OUR OPS DEPT, WHO CALLED OUR MAINT BASE IN ST LOUIS. HE DESCRIBED OUR SIT. MAINT HAD NO SUGGESTIONS OTHER THAN LNDG AT FT WAYNE. TWR CALLED AND ASKED FOR AN UPDATE. WE TOLD THEM WE'D RATHER NOT DESCRIBE THE SIT UNTIL WE HAD FULLY ASSESSED IT. WE CALLED OPS TO RECEIVE LNDG DATA FOR FLAPS WITHOUT FULL FLAP SETTINGS. THEY COULD NOT GET IT FOR US, AND OUR PERFORMANCE DATA DID NOT INCLUDE IT. WE THEN CALLED TWR, LET THEM KNOW THE SIT, REQUESTED VECTORS TO FINAL, AND EQUIP (CRASH/FIRE) ON ALERT. TWR ADVISED US CRASH/FIRE WAS ALREADY STANDING BY, AND WE RECEIVED A LNDG CLRNC. WE LANDED WITH NO FURTHER INCIDENT. ON FINAL, OUR LNDG FLAPS DID LOWER WITH HYD PRESSURE. POSTFLT INSPECTIONS REVEALED HYD FLUID STREAMING FROM AN UNKNOWN SOURCE UNDER THE ACFT. CRASH/FIRE RESCUE DOES A VALUABLE SVC, HOWEVER, THEY NEED BETTER COORD WITH AIRLINE OPS TO EVALUATE THE SIT. THEY MUST UNDERSTAND A PLT'S FIRST RESPONSIBILITY IS AVIATE, THEN COMMUNICATE. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE ACFT WAS A JETSTREAM 32 AND THE CAUSE OF THE COMPLETE LOSS OF HYD FLUID WAS THE FAILURE OF A LINE AND FITTING IN THE AUX HYD SYS. THE RPTR SAID THE LINE WAS LOCATED NEAR THE RESERVOIR AND WHEN THE LINE FAILED IT ALLOWED THE MAIN AND AUX SYS TO BE DRAINED.

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.

A jetstream 32 on approach at 2500 ft declared an emergency due to loss of all hydraulic pressure and quantity caused by the failure of a line and fitting in the auxiliary hydraulic system.