Narrative:

Descending into sbn, we received multiple mfds advisories and associated fault lights indicating that the #2 hydraulic system had failed. All appropriate mfds and QRH procedures were completed. Shortly thereafter, the mfds displayed multiple advisories and associated fault lights indicating a #1 hydraulic system failure. All appropriate mfds and QRH procedures were completed. ATC was notified and an emergency declared. We requested that the emergency equipment stand by. We landed on runway 27L. Accumulator braking was initially adequate (no thrust reversers or nosewheel steering), however, well into the rollout (airspeed greater than 80 KTS) the aircraft began to veer left of center. Right brake was of no affect (pedal went full travel). Left brake was used to stop the aircraft causing the left main and nosewheel to depart the runway. Right main remained with aircraft stopping approximately 1500 ft short of the end. Callback conversation with reporter revealed the following information: the reporter stated the failure of #2 hydraulic system was an incorrect o-ring seal in the #2 engine driven hydraulic pump. The reporter said the loss of #1 system pressure and quantity was caused by an anti-skid shuttle valve that failed. Callback conversation with reporter acn 437865 revealed the following information: the reporter stated the #2 fluid loss was from the #2 engine driven pump which had failed. The reporter said he had no details on the cause of #1 system failure.

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Original NASA ASRS Text

Title: A FOKKER 100 AT FL200 DECLARED AN EMER DUE TO LOSS OF #2 HYD SYS ON DSCNT EXPERIENCED LOSS OF #1 HYD SYS. ON LNDG WITH NO REVERSERS, NOSE GEAR STEERING AND BRAKES HAD RWY EXCURSION.

Narrative: DSNDING INTO SBN, WE RECEIVED MULTIPLE MFDS ADVISORIES AND ASSOCIATED FAULT LIGHTS INDICATING THAT THE #2 HYD SYS HAD FAILED. ALL APPROPRIATE MFDS AND QRH PROCS WERE COMPLETED. SHORTLY THEREAFTER, THE MFDS DISPLAYED MULTIPLE ADVISORIES AND ASSOCIATED FAULT LIGHTS INDICATING A #1 HYD SYS FAILURE. ALL APPROPRIATE MFDS AND QRH PROCS WERE COMPLETED. ATC WAS NOTIFIED AND AN EMER DECLARED. WE REQUESTED THAT THE EMER EQUIP STAND BY. WE LANDED ON RWY 27L. ACCUMULATOR BRAKING WAS INITIALLY ADEQUATE (NO THRUST REVERSERS OR NOSEWHEEL STEERING), HOWEVER, WELL INTO THE ROLLOUT (AIRSPD GREATER THAN 80 KTS) THE ACFT BEGAN TO VEER L OF CTR. R BRAKE WAS OF NO AFFECT (PEDAL WENT FULL TRAVEL). L BRAKE WAS USED TO STOP THE ACFT CAUSING THE L MAIN AND NOSEWHEEL TO DEPART THE RWY. R MAIN REMAINED WITH ACFT STOPPING APPROX 1500 FT SHORT OF THE END. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE FAILURE OF #2 HYD SYS WAS AN INCORRECT O-RING SEAL IN THE #2 ENG DRIVEN HYD PUMP. THE RPTR SAID THE LOSS OF #1 SYS PRESSURE AND QUANTITY WAS CAUSED BY AN ANTI-SKID SHUTTLE VALVE THAT FAILED. CALLBACK CONVERSATION WITH RPTR ACN 437865 REVEALED THE FOLLOWING INFO: THE RPTR STATED THE #2 FLUID LOSS WAS FROM THE #2 ENG DRIVEN PUMP WHICH HAD FAILED. THE RPTR SAID HE HAD NO DETAILS ON THE CAUSE OF #1 SYS FAILURE.

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.