MU30 crew had loss of hydraulic fluid and malfunctioning emergency brakes at sgf.

Attributes
ACN	523125
Time
Date	200108
Day	Wed
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : sgf.airport
State Reference	MO
Altitude	agl bound lower : 0 agl bound upper : 1500
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Controlling Facilities	tower : sgf.tower tower : orh.tower
Operator	general aviation : corporate
Make Model Name	MU-300 Diamond 1/1A
Operating Under FAR Part	Part 91
Flight Phase	descent : approach landing : roll
Route In Use	approach : traffic pattern approach : visual
Flight Plan	IFR
Person 1
Affiliation	company : corporate
Function	flight crew : captain oversight : pic
Qualification	pilot : atp pilot : cfi
Experience	flight time last 90 days : 100 flight time total : 8500 flight time type : 1500
ASRS Report	523125
Person 2
Affiliation	company : corporate
Function	flight crew : first officer
Qualification	pilot : atp
Experience	flight time last 90 days : 54 flight time total : 7851 flight time type : 993
ASRS Report	523659
Events
Anomaly	aircraft equipment problem : critical other anomaly other anomaly other
Independent Detector	aircraft equipment other aircraft equipment : hydquantity low press. lights other flight crewa other flight crewb
Resolutory Action	controller : provided flight assist controller : issued new clearance flight crew : declared emergency flight crew : landed in emergency condition other
Consequence	other other
Supplementary
Problem Areas	Aircraft
Primary Problem	Aircraft

Narrative:

I was captain of aircraft X, (MU300) on the evening of aug/xa/01. We were en route from cps to sgf. During cruise, the 'hydraulic level low' light illuminated. We consulted the appropriate checklist. It said to monitor the pressure and to continue flight. A short time later, the right side 'hydraulic pump' light illuminated and we saw that the pressure was dropping rapidly. We attempted to get the landing gear down before we lost all pressure but was not successful. Only the nose gear and left main gear locked into place. The right gear did not. We then performed the 'emergency gear extension' procedure which then locked the right gear into place illuminating all 3 green gear lights. There was a momentary 'surge' of hydraulic pressure as we were on the downwind leg at sgf, so we were able to get most of our flaps before losing all hydraulic fluid pressure again. Being hydraulic brakes, we knew that upon landing we would have to use the emergency brakes, which are operated by a lever in the cockpit and a nitrogen bottle. With this system you do not have 'anti-skid' protection. Upon touchdown I told my first officer to begin applying the emergency brakes. The brakes seemed to be applying uneven pressure to each side, causing us to pull from one side then to the other. Then the brakes locked up completely causing us to skid and sway side to side. The right main tire then blew. I was able to keep the aircraft on the runway to a complete stop. Because we had declared an emergency earlier, the fire equipment was on the scene immediately, but was not needed. We evacuate/evacuationed the aircraft on the runway and there were no injuries involved. Also, no far's were deviated from during the declared emergency.

Original NASA ASRS Text

Title: MU30 CREW HAD LOSS OF HYD FLUID AND MALFUNCTIONING EMER BRAKES AT SGF.

Narrative: I WAS CAPT OF ACFT X, (MU300) ON THE EVENING OF AUG/XA/01. WE WERE ENRTE FROM CPS TO SGF. DURING CRUISE, THE 'HYD LEVEL LOW' LIGHT ILLUMINATED. WE CONSULTED THE APPROPRIATE CHKLIST. IT SAID TO MONITOR THE PRESSURE AND TO CONTINUE FLT. A SHORT TIME LATER, THE R SIDE 'HYD PUMP' LIGHT ILLUMINATED AND WE SAW THAT THE PRESSURE WAS DROPPING RAPIDLY. WE ATTEMPTED TO GET THE LNDG GEAR DOWN BEFORE WE LOST ALL PRESSURE BUT WAS NOT SUCCESSFUL. ONLY THE NOSE GEAR AND L MAIN GEAR LOCKED INTO PLACE. THE R GEAR DID NOT. WE THEN PERFORMED THE 'EMER GEAR EXTENSION' PROC WHICH THEN LOCKED THE R GEAR INTO PLACE ILLUMINATING ALL 3 GREEN GEAR LIGHTS. THERE WAS A MOMENTARY 'SURGE' OF HYD PRESSURE AS WE WERE ON THE DOWNWIND LEG AT SGF, SO WE WERE ABLE TO GET MOST OF OUR FLAPS BEFORE LOSING ALL HYD FLUID PRESSURE AGAIN. BEING HYD BRAKES, WE KNEW THAT UPON LNDG WE WOULD HAVE TO USE THE EMER BRAKES, WHICH ARE OPERATED BY A LEVER IN THE COCKPIT AND A NITROGEN BOTTLE. WITH THIS SYS YOU DO NOT HAVE 'ANTI-SKID' PROTECTION. UPON TOUCHDOWN I TOLD MY FO TO BEGIN APPLYING THE EMER BRAKES. THE BRAKES SEEMED TO BE APPLYING UNEVEN PRESSURE TO EACH SIDE, CAUSING US TO PULL FROM ONE SIDE THEN TO THE OTHER. THEN THE BRAKES LOCKED UP COMPLETELY CAUSING US TO SKID AND SWAY SIDE TO SIDE. THE R MAIN TIRE THEN BLEW. I WAS ABLE TO KEEP THE ACFT ON THE RWY TO A COMPLETE STOP. BECAUSE WE HAD DECLARED AN EMER EARLIER, THE FIRE EQUIP WAS ON THE SCENE IMMEDIATELY, BUT WAS NOT NEEDED. WE EVACED THE ACFT ON THE RWY AND THERE WERE NO INJURIES INVOLVED. ALSO, NO FAR'S WERE DEVIATED FROM DURING THE DECLARED EMER.

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.