Narrative:

After making the hub turn, we departed ZZZZ1 for nrt. Passing approximately 16000 ft, the hydraulic system 3 failed with a complete loss of all hydraulic fluid. We continued the climb to FL250 and informed manila control that we wanted to dump fuel (approximately 10000 pounds) and divert to ZZZZ1. We contacted computer operations and indicated we were returning with a hydraulic failure. Considering the nature of the emergency and runway length available, we opted to divert to mnl vice ZZZZ1 and informed manila control and ZZZZ1 of our change of divert airports. After completing the dump, in accordance with the QRH, in the area designated by manila control, we proceeded to manila and set up for the straight-in ILS to runway 24. Of note at this point was a message from company operations asking if we would divert to ZZZZ1, because a spare aircraft was available, after we had made the decision to divert to mnl. We distinctly felt that computer operations was applying undue pressure to change our decision to a less desirable/less safe runway. We sent a message back to company operations indicating that due to the nature of the emergency and runway length available, we were going to proceed to mnl. All items were discussed and performed early, in accordance with the QRH for the hydraulic system 3 failure. The aircraft was fully configured and the localizer for runway 24 was intercepted at approximately 20 NM and GS capture achieved at approximately 3000 ft. At approximately 1200 ft AGL on final to runway 24, manila tower asked us to switch to manila control. When asked what the frequency change was for, manila tower said that company operations had requested that we divert to ZZZZ1 again. We informed the tower we were not going to divert and wanted to land now. Clearance was given to land on runway 24 and a flaps 35 manual brake landing was accomplished in accordance with the QRH. We cleared the runway near the end at taxiway E-5, taking into consideration the limited steering to the right. Ground control cleared us to spot via taxiway G-9. Prior to coming to a stop short of the turn into spot, a level 2 brake overheat alert came on. We waited approximately 5 min and ground asked if we would make the turn into the spot and hold just short until ground personnel arrived. We turned into the spot and held approximately 50 ft short of the final spot. The parking brake was not set due to the hot brake alert, and we waited another 10 min before securing engine #3. Some mins later, after securing engine #1, ground crew arrived to guide us for the last 50 ft to the chocks. The captain released the brakes and let the aircraft slowly roll forward without adding power. He applied brakes, and was immediately aware that he had none. I attempted to apply brakes as well. The landing light was flashed several times to warn the ground crew of our problem. The captain secured engine #2 to get rid of the residual thrust and attempted to put in full left rudder and full left tiller. The aircraft continued ahead at approximately 1-2 mph and started a slight left turn coming to a stop approximately 50 ft past the block-in spot. During the slight l-hand turn, the engine #1 outboard nacelle impacted a cart, damaging the nacelle slightly. No other apparent damage to the aircraft.

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Original NASA ASRS Text

Title: AFTER LOSING SYS 3 HYD AND DIVERTING TO MANILA, AN MD11 CARGO FLT ACFT IS DAMAGED AFTER IT HITS A PARKED CART. THE CREW LOST ALL BRAKING ACTION AND WAS UNABLE TO STOP ON THE RAMP AFTER WAITING FOR FURTHER TAXI FOR CHOCKING ON THE RAMP AT RPLL, FO.

Narrative: AFTER MAKING THE HUB TURN, WE DEPARTED ZZZZ1 FOR NRT. PASSING APPROX 16000 FT, THE HYD SYS 3 FAILED WITH A COMPLETE LOSS OF ALL HYD FLUID. WE CONTINUED THE CLB TO FL250 AND INFORMED MANILA CTL THAT WE WANTED TO DUMP FUEL (APPROX 10000 LBS) AND DIVERT TO ZZZZ1. WE CONTACTED COMPUTER OPS AND INDICATED WE WERE RETURNING WITH A HYD FAILURE. CONSIDERING THE NATURE OF THE EMER AND RWY LENGTH AVAILABLE, WE OPTED TO DIVERT TO MNL VICE ZZZZ1 AND INFORMED MANILA CTL AND ZZZZ1 OF OUR CHANGE OF DIVERT ARPTS. AFTER COMPLETING THE DUMP, IN ACCORDANCE WITH THE QRH, IN THE AREA DESIGNATED BY MANILA CTL, WE PROCEEDED TO MANILA AND SET UP FOR THE STRAIGHT-IN ILS TO RWY 24. OF NOTE AT THIS POINT WAS A MESSAGE FROM COMPANY OPS ASKING IF WE WOULD DIVERT TO ZZZZ1, BECAUSE A SPARE ACFT WAS AVAILABLE, AFTER WE HAD MADE THE DECISION TO DIVERT TO MNL. WE DISTINCTLY FELT THAT COMPUTER OPS WAS APPLYING UNDUE PRESSURE TO CHANGE OUR DECISION TO A LESS DESIRABLE/LESS SAFE RWY. WE SENT A MESSAGE BACK TO COMPANY OPS INDICATING THAT DUE TO THE NATURE OF THE EMER AND RWY LENGTH AVAILABLE, WE WERE GOING TO PROCEED TO MNL. ALL ITEMS WERE DISCUSSED AND PERFORMED EARLY, IAW THE QRH FOR THE HYD SYS 3 FAILURE. THE ACFT WAS FULLY CONFIGURED AND THE LOC FOR RWY 24 WAS INTERCEPTED AT APPROX 20 NM AND GS CAPTURE ACHIEVED AT APPROX 3000 FT. AT APPROX 1200 FT AGL ON FINAL TO RWY 24, MANILA TWR ASKED US TO SWITCH TO MANILA CTL. WHEN ASKED WHAT THE FREQ CHANGE WAS FOR, MANILA TWR SAID THAT COMPANY OPS HAD REQUESTED THAT WE DIVERT TO ZZZZ1 AGAIN. WE INFORMED THE TWR WE WERE NOT GOING TO DIVERT AND WANTED TO LAND NOW. CLRNC WAS GIVEN TO LAND ON RWY 24 AND A FLAPS 35 MANUAL BRAKE LNDG WAS ACCOMPLISHED IAW THE QRH. WE CLRED THE RWY NEAR THE END AT TXWY E-5, TAKING INTO CONSIDERATION THE LIMITED STEERING TO THE R. GND CTL CLRED US TO SPOT VIA TXWY G-9. PRIOR TO COMING TO A STOP SHORT OF THE TURN INTO SPOT, A LEVEL 2 BRAKE OVERHEAT ALERT CAME ON. WE WAITED APPROX 5 MIN AND GND ASKED IF WE WOULD MAKE THE TURN INTO THE SPOT AND HOLD JUST SHORT UNTIL GND PERSONNEL ARRIVED. WE TURNED INTO THE SPOT AND HELD APPROX 50 FT SHORT OF THE FINAL SPOT. THE PARKING BRAKE WAS NOT SET DUE TO THE HOT BRAKE ALERT, AND WE WAITED ANOTHER 10 MIN BEFORE SECURING ENG #3. SOME MINS LATER, AFTER SECURING ENG #1, GND CREW ARRIVED TO GUIDE US FOR THE LAST 50 FT TO THE CHOCKS. THE CAPT RELEASED THE BRAKES AND LET THE ACFT SLOWLY ROLL FORWARD WITHOUT ADDING PWR. HE APPLIED BRAKES, AND WAS IMMEDIATELY AWARE THAT HE HAD NONE. I ATTEMPTED TO APPLY BRAKES AS WELL. THE LNDG LIGHT WAS FLASHED SEVERAL TIMES TO WARN THE GND CREW OF OUR PROB. THE CAPT SECURED ENG #2 TO GET RID OF THE RESIDUAL THRUST AND ATTEMPTED TO PUT IN FULL L RUDDER AND FULL L TILLER. THE ACFT CONTINUED AHEAD AT APPROX 1-2 MPH AND STARTED A SLIGHT L TURN COMING TO A STOP APPROX 50 FT PAST THE BLOCK-IN SPOT. DURING THE SLIGHT L-HAND TURN, THE ENG #1 OUTBOARD NACELLE IMPACTED A CART, DAMAGING THE NACELLE SLIGHTLY. NO OTHER APPARENT DAMAGE TO THE ACFT.

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.