Narrative:

On a flight to van nuys, I was the captain and PF. This was a deadhead with crew members on board. Approximately 73 mi from our etp (equipment time point) on the route, we received a 'check flight hydraulic quantity' message. We selected the hydraulic page and viewed the rapidly decreasing flight system hydraulic fluid. Around the etp the quantity gauge was reading '0.' however, we still had flight system pressure for approximately 45 mins after quantity read '0.' prior to the pressure loss, we read the loss of flight hydraulic system and fluid checklist and briefed possible contingency plans. Once the flight system pressure dropped to '0,' the only result was loss of yaw dampening and a 'reverser unlock' light. We depressed the emergency thrust reverser stow button to satisfy the checklist. No adverse yaw or asymmetry was noted. The checklist calls for a flap 20 degree landing with a thrust reverser unlock light. It also said at slower airspds and reduced RPM's this light will probably extinguish. Once communication was established with ZLA, we changed our destination to bur. We also requested a block of altitude below FL180 to burn fuel. During our fuel burn holding, the reverse unlock light did extinguish so I elected to continue to bur for a full flaps (39 degrees) landing. At this point, we have lost only the flight hydraulics system, yaw dampener and autoplt. No difficulty flying. We arrived in southern ca, via the fernando 5 STAR for vectors to the 4 stacks visual approach. During an extended base to final turn, I called for the gear down and before landing checklist. Prior to gear down, we had flaps 20 degrees. Once the gear was extended we instantly lost the combined hydraulic fluid. The quantity gauge read '0,' so I executed a missed approach and remained configured. As we missed I instructed the copilot to declare an emergency and advise bur tower we needed the equipment and r-hand traffic for runway 15 due to a complete hydraulic system failure. During the downwind leg, the copilot and I reviewed CRM for landing. Once we touched down, he would deploy speed brakes, and then cover the thrust levers to idle and thrust reverse levers to stowed. I would move my hand from the thrust levers to the emergency brake handle. I instructed the flight attendant to move to an aft facing seat and prepare for an emergency landing. While on downwind, the combined hydraulic pressure began decreasing with notable flight control sluggishness. Our vref flap 39 degrees speed was 135 KTS with a 60% runway requirement of 4600 ft. I touched down on runway 15 at 150 KTS with flaps 20 degrees, gear down and locked and between 1500-1000 psi of hydraulic pressure remaining. As the airplane decelerated with wheel brakes the hydraulic pressure bled to '0' and a loss of brakes and nose steering was noted. The final 1000 ft of runway, I used the emergency brakes. The plane came to rest on the runway with approximately 300 ft of runway left. Fire fighters stated that there was a fire on the right side of the aircraft so I instructed the copilot to evacuate/evacuation the plane out of the entry door while I shut the plane down. I left the plane with all system secured and emergency light on. No flat tires or aircraft damage. No injuries. Maintenance advised that the flight control shutoff valve ruptured as well as a hydraulic pump silencer. Plane was svced and flying 2 days later.

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Original NASA ASRS Text

Title: GLF4 CREW HAD HYD FAILURE AT THE POINT OF EQUAL TIME COMING FROM HOG.

Narrative: ON A FLT TO VAN NUYS, I WAS THE CAPT AND PF. THIS WAS A DEADHEAD WITH CREW MEMBERS ON BOARD. APPROX 73 MI FROM OUR ETP (EQUIP TIME POINT) ON THE RTE, WE RECEIVED A 'CHK FLT HYD QUANTITY' MESSAGE. WE SELECTED THE HYD PAGE AND VIEWED THE RAPIDLY DECREASING FLT SYS HYD FLUID. AROUND THE ETP THE QUANTITY GAUGE WAS READING '0.' HOWEVER, WE STILL HAD FLT SYS PRESSURE FOR APPROX 45 MINS AFTER QUANTITY READ '0.' PRIOR TO THE PRESSURE LOSS, WE READ THE LOSS OF FLT HYD SYS AND FLUID CHKLIST AND BRIEFED POSSIBLE CONTINGENCY PLANS. ONCE THE FLT SYS PRESSURE DROPPED TO '0,' THE ONLY RESULT WAS LOSS OF YAW DAMPENING AND A 'REVERSER UNLOCK' LIGHT. WE DEPRESSED THE EMER THRUST REVERSER STOW BUTTON TO SATISFY THE CHKLIST. NO ADVERSE YAW OR ASYMMETRY WAS NOTED. THE CHKLIST CALLS FOR A FLAP 20 DEG LNDG WITH A THRUST REVERSER UNLOCK LIGHT. IT ALSO SAID AT SLOWER AIRSPDS AND REDUCED RPM'S THIS LIGHT WILL PROBABLY EXTINGUISH. ONCE COM WAS ESTABLISHED WITH ZLA, WE CHANGED OUR DEST TO BUR. WE ALSO REQUESTED A BLOCK OF ALT BELOW FL180 TO BURN FUEL. DURING OUR FUEL BURN HOLDING, THE REVERSE UNLOCK LIGHT DID EXTINGUISH SO I ELECTED TO CONTINUE TO BUR FOR A FULL FLAPS (39 DEGS) LNDG. AT THIS POINT, WE HAVE LOST ONLY THE FLT HYDS SYS, YAW DAMPENER AND AUTOPLT. NO DIFFICULTY FLYING. WE ARRIVED IN SOUTHERN CA, VIA THE FERNANDO 5 STAR FOR VECTORS TO THE 4 STACKS VISUAL APCH. DURING AN EXTENDED BASE TO FINAL TURN, I CALLED FOR THE GEAR DOWN AND BEFORE LNDG CHKLIST. PRIOR TO GEAR DOWN, WE HAD FLAPS 20 DEGS. ONCE THE GEAR WAS EXTENDED WE INSTANTLY LOST THE COMBINED HYD FLUID. THE QUANTITY GAUGE READ '0,' SO I EXECUTED A MISSED APCH AND REMAINED CONFIGURED. AS WE MISSED I INSTRUCTED THE COPLT TO DECLARE AN EMER AND ADVISE BUR TWR WE NEEDED THE EQUIP AND R-HAND TFC FOR RWY 15 DUE TO A COMPLETE HYD SYS FAILURE. DURING THE DOWNWIND LEG, THE COPLT AND I REVIEWED CRM FOR LNDG. ONCE WE TOUCHED DOWN, HE WOULD DEPLOY SPD BRAKES, AND THEN COVER THE THRUST LEVERS TO IDLE AND THRUST REVERSE LEVERS TO STOWED. I WOULD MOVE MY HAND FROM THE THRUST LEVERS TO THE EMER BRAKE HANDLE. I INSTRUCTED THE FLT ATTENDANT TO MOVE TO AN AFT FACING SEAT AND PREPARE FOR AN EMER LNDG. WHILE ON DOWNWIND, THE COMBINED HYD PRESSURE BEGAN DECREASING WITH NOTABLE FLT CTL SLUGGISHNESS. OUR VREF FLAP 39 DEGS SPD WAS 135 KTS WITH A 60% RWY REQUIREMENT OF 4600 FT. I TOUCHED DOWN ON RWY 15 AT 150 KTS WITH FLAPS 20 DEGS, GEAR DOWN AND LOCKED AND BTWN 1500-1000 PSI OF HYD PRESSURE REMAINING. AS THE AIRPLANE DECELERATED WITH WHEEL BRAKES THE HYD PRESSURE BLED TO '0' AND A LOSS OF BRAKES AND NOSE STEERING WAS NOTED. THE FINAL 1000 FT OF RWY, I USED THE EMER BRAKES. THE PLANE CAME TO REST ON THE RWY WITH APPROX 300 FT OF RWY LEFT. FIRE FIGHTERS STATED THAT THERE WAS A FIRE ON THE R SIDE OF THE ACFT SO I INSTRUCTED THE COPLT TO EVAC THE PLANE OUT OF THE ENTRY DOOR WHILE I SHUT THE PLANE DOWN. I LEFT THE PLANE WITH ALL SYS SECURED AND EMER LIGHT ON. NO FLAT TIRES OR ACFT DAMAGE. NO INJURIES. MAINT ADVISED THAT THE FLT CTL SHUTOFF VALVE RUPTURED AS WELL AS A HYD PUMP SILENCER. PLANE WAS SVCED AND FLYING 2 DAYS LATER.

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.