Narrative:

During climb out landing gear would not retract when gear handle raised, soon followed a #2 hydraulic pump failure caution light. ZZZ tower did observe that our gear was still down and asked if we needed assistance which we declined. We continued our flight. Once after takeoff checklists were completed, and clear of ZZZ traffic area, I called for #2 hydraulic pump failure checklist. Gear and associated doors were down, thus airspeed was limited to 158 KTS which at first caused a distraction. Autoplt was engaged but initially much attention was needed to figure out proper pitch and power settings to set and not exceed 158 KTS and get the airplane climbing. Final altitude was 10000 ft which kept us above the clouds. I notified the flight attendant and passenger of our situation after the checklist was complete and told them I would keep them informed. Airplane control was xferred to the first officer who was also talking to ATC. I then contacted maintenance control and advised them of our situation and that we felt comfortable flying to ZZZ1 with gear and gear doors extended to ZZZ1, or we could return to ZZZ or divert to ZZZ2. Maintenance was fine with continuing to ZZZ1. Airplane system lost: landing gear retraction, outboard spoilers that operate below 140 KTS, nosewheel steering, emergency parking brake would be limited. I then updated the passenger and called dispatch. By this time we were in contact with ZZZ2 approach. Dispatch was going to calculate the performance to fly to ZZZ1 but we both decided to divert to ZZZ2. I discussed diverting to ZZZ2 with the first officer. We both agreed and I took control of the airplane and briefed the ILS runway 10R approach. Cig at ZZZ2 was about 1500 ft AGL broken. The first officer then requested to divert to ZZZ2 and approach control was told that we would be able to stop on the runway on our own power but we would need to be towed to the gate after we exited the runway. I discussed with the first officer if we should declare an emergency. I felt it was not needed since we had our main brakes and that we should be able to exit the runway safely. During the approach phase I descended through an assigned altitude by 400 ft as a result of not selecting altitude select on the flight guidance controller. ATC did not mention altitude deviation but gave us a lower altitude. I hand flew the approach using the GS to the runway, exited runway 10R at taxiway east and held short at taxiway M. After reviewing the event I feel I let the needs of the passenger to make their connecting flts and my desire to get home influence my decision to continue to ZZZ1. It would have been more prudent to declare an emergency and return to ZZZ. The performance for this flight was not based on flying with the gear down even though I had more than enough fuel to fly to ZZZ1. Since the airplane's #1 hydraulic system worked (which controled the flaps, inboard spoilers, main brakes, anti-skid, upper rudder actuator, and the alternate rudder pressure system was operating the lower rudder actuator), I did not feel the crew, passenger or airplane were in danger. It was discovered that the nosewheel hydraulic line ruptured.

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Original NASA ASRS Text

Title: A DEHAVILLAND 8-200, DURING CLBOUT AT 1000 FT RPTED #2 HYD PUMP FAILED AND GEAR COULD NOT BE RETRACTED. DIVERTED TO ZZZ2. NOSE GEAR HYD LINE FAILED.

Narrative: DURING CLBOUT LNDG GEAR WOULD NOT RETRACT WHEN GEAR HANDLE RAISED, SOON FOLLOWED A #2 HYD PUMP FAILURE CAUTION LIGHT. ZZZ TWR DID OBSERVE THAT OUR GEAR WAS STILL DOWN AND ASKED IF WE NEEDED ASSISTANCE WHICH WE DECLINED. WE CONTINUED OUR FLT. ONCE AFTER TKOF CHKLISTS WERE COMPLETED, AND CLR OF ZZZ TFC AREA, I CALLED FOR #2 HYD PUMP FAILURE CHKLIST. GEAR AND ASSOCIATED DOORS WERE DOWN, THUS AIRSPD WAS LIMITED TO 158 KTS WHICH AT FIRST CAUSED A DISTR. AUTOPLT WAS ENGAGED BUT INITIALLY MUCH ATTN WAS NEEDED TO FIGURE OUT PROPER PITCH AND PWR SETTINGS TO SET AND NOT EXCEED 158 KTS AND GET THE AIRPLANE CLBING. FINAL ALT WAS 10000 FT WHICH KEPT US ABOVE THE CLOUDS. I NOTIFIED THE FLT ATTENDANT AND PAX OF OUR SIT AFTER THE CHKLIST WAS COMPLETE AND TOLD THEM I WOULD KEEP THEM INFORMED. AIRPLANE CTL WAS XFERRED TO THE FO WHO WAS ALSO TALKING TO ATC. I THEN CONTACTED MAINT CTL AND ADVISED THEM OF OUR SIT AND THAT WE FELT COMFORTABLE FLYING TO ZZZ1 WITH GEAR AND GEAR DOORS EXTENDED TO ZZZ1, OR WE COULD RETURN TO ZZZ OR DIVERT TO ZZZ2. MAINT WAS FINE WITH CONTINUING TO ZZZ1. AIRPLANE SYS LOST: LNDG GEAR RETRACTION, OUTBOARD SPOILERS THAT OPERATE BELOW 140 KTS, NOSEWHEEL STEERING, EMER PARKING BRAKE WOULD BE LIMITED. I THEN UPDATED THE PAX AND CALLED DISPATCH. BY THIS TIME WE WERE IN CONTACT WITH ZZZ2 APCH. DISPATCH WAS GOING TO CALCULATE THE PERFORMANCE TO FLY TO ZZZ1 BUT WE BOTH DECIDED TO DIVERT TO ZZZ2. I DISCUSSED DIVERTING TO ZZZ2 WITH THE FO. WE BOTH AGREED AND I TOOK CTL OF THE AIRPLANE AND BRIEFED THE ILS RWY 10R APCH. CIG AT ZZZ2 WAS ABOUT 1500 FT AGL BROKEN. THE FO THEN REQUESTED TO DIVERT TO ZZZ2 AND APCH CTL WAS TOLD THAT WE WOULD BE ABLE TO STOP ON THE RWY ON OUR OWN PWR BUT WE WOULD NEED TO BE TOWED TO THE GATE AFTER WE EXITED THE RWY. I DISCUSSED WITH THE FO IF WE SHOULD DECLARE AN EMER. I FELT IT WAS NOT NEEDED SINCE WE HAD OUR MAIN BRAKES AND THAT WE SHOULD BE ABLE TO EXIT THE RWY SAFELY. DURING THE APCH PHASE I DSNDED THROUGH AN ASSIGNED ALT BY 400 FT AS A RESULT OF NOT SELECTING ALT SELECT ON THE FLT GUIDANCE CTLR. ATC DID NOT MENTION ALTDEV BUT GAVE US A LOWER ALT. I HAND FLEW THE APCH USING THE GS TO THE RWY, EXITED RWY 10R AT TXWY E AND HELD SHORT AT TXWY M. AFTER REVIEWING THE EVENT I FEEL I LET THE NEEDS OF THE PAX TO MAKE THEIR CONNECTING FLTS AND MY DESIRE TO GET HOME INFLUENCE MY DECISION TO CONTINUE TO ZZZ1. IT WOULD HAVE BEEN MORE PRUDENT TO DECLARE AN EMER AND RETURN TO ZZZ. THE PERFORMANCE FOR THIS FLT WAS NOT BASED ON FLYING WITH THE GEAR DOWN EVEN THOUGH I HAD MORE THAN ENOUGH FUEL TO FLY TO ZZZ1. SINCE THE AIRPLANE'S #1 HYD SYS WORKED (WHICH CTLED THE FLAPS, INBOARD SPOILERS, MAIN BRAKES, ANTI-SKID, UPPER RUDDER ACTUATOR, AND THE ALTERNATE RUDDER PRESSURE SYS WAS OPERATING THE LOWER RUDDER ACTUATOR), I DID NOT FEEL THE CREW, PAX OR AIRPLANE WERE IN DANGER. IT WAS DISCOVERED THAT THE NOSEWHEEL HYD LINE RUPTURED.

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.