Narrative:

We departed from ZZZ1 to ZZZ2 with MEL #29-00-05; right engine driven hydraulic pump inoperative. The captain flew the leg to ZZZ2. In accordance with MEL procedures; the right auxiliary pump and the xfer unit were switched off at cruise; FL360. At top of descent; the auxiliary and xfer unit pumps were switched back on. Hydraulic pressure and quantity were normal. Between FL240 and FL220 and approximately 60 NM north of ZZZ2; the master caution light illuminated and indicated left/right hydraulic pressure low. System display panel showed hydraulic pressures zero and quantities L19/R9. The first officer began working the non normal checklist for hydraulic pressure low in the QRH. This particular checklist ensures all pumps are on and then in an attempt to remove air from the system the checklist requires the engine hydraulic pump and auxiliary/xfer pump be switched off and then back on. The first officer accomplished this 4 times with no permanent rise in hydraulic pressure. At one point we had a rise in hydraulic pressure (L2000/R800 psi) and a decrease in quantity. This change was only for 5 seconds. We informed ATC that we were experiencing hydraulic problems. Descent was given to 13000 ft and we slowed to 250 KIAS. One final descent was given to 8000 ft. After completing the descent checklist; the captain reviewed the landing distance from the abnormal chapter 7 (flaps 0/slats retracted). Data retrieved from the flight manual showed a stopping distance of 5340 ft and a vref of 180 KIAS. We discussed landing at an airport with a long runway. We were at 8000 ft and 10 NM north of ZZZ2 with 8.8 fuel remaining. We asked ATC for the closest divert field with a runway longer than runway 30L at ZZZ2 (8500 ft). ATC informed us ZZZ3 was 65 NM north with a runway over 12000 ft long. We declared an emergency (complete hydraulic failure) with ATC and were given vectors to ZZZ3. The first officer sent an ACARS message to flight control and they acknowledged our diversion. We then informed the flight attendants and passenger of our intentions. During the diversion; numerous PA's were made to keep the passenger informed. En route to ZZZ3; the first officer completed the non-normal checklist for loss of both hydraulic system/landing with no hydraulic pressure. Approach checklist was completed and we set up for a l-hand pattern and a 13 NM final. The captain flew the ILS approach (VMC conditions) to runway 35L with the autoplt engaged and the autothrottles disengaged. Landing checklist was completed with reference to abnormal confign. Autoplt was disengaged at 500 ft. Touchdown; rollout and braking were normal. Actual stopping distance was 5500 ft. Brakes were set and the aircraft was inspected by crash fire rescue equipment; maintenance; and ground service. Inspection revealed some hydraulic fluid on the bottom of the right engine and ground. Maintenance suggested that we secure the right engine and pull the right fire handle to close the hydraulic lines. We complied with their request.

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Original NASA ASRS Text

Title: AN MD88 EXPERIENCED A COMPLETE HYD SYS FAILURE. THE CREW DECLARED AN EMER AND DIVERTED TO AN ARPT WITH A LONG RWY.

Narrative: WE DEPARTED FROM ZZZ1 TO ZZZ2 WITH MEL #29-00-05; R ENG DRIVEN HYD PUMP INOP. THE CAPT FLEW THE LEG TO ZZZ2. IN ACCORDANCE WITH MEL PROCS; THE R AUX PUMP AND THE XFER UNIT WERE SWITCHED OFF AT CRUISE; FL360. AT TOP OF DSCNT; THE AUX AND XFER UNIT PUMPS WERE SWITCHED BACK ON. HYD PRESSURE AND QUANTITY WERE NORMAL. BTWN FL240 AND FL220 AND APPROX 60 NM N OF ZZZ2; THE MASTER CAUTION LIGHT ILLUMINATED AND INDICATED L/R HYD PRESSURE LOW. SYS DISPLAY PANEL SHOWED HYD PRESSURES ZERO AND QUANTITIES L19/R9. THE FO BEGAN WORKING THE NON NORMAL CHKLIST FOR HYD PRESSURE LOW IN THE QRH. THIS PARTICULAR CHKLIST ENSURES ALL PUMPS ARE ON AND THEN IN AN ATTEMPT TO REMOVE AIR FROM THE SYS THE CHKLIST REQUIRES THE ENG HYD PUMP AND AUX/XFER PUMP BE SWITCHED OFF AND THEN BACK ON. THE FO ACCOMPLISHED THIS 4 TIMES WITH NO PERMANENT RISE IN HYD PRESSURE. AT ONE POINT WE HAD A RISE IN HYD PRESSURE (L2000/R800 PSI) AND A DECREASE IN QUANTITY. THIS CHANGE WAS ONLY FOR 5 SECONDS. WE INFORMED ATC THAT WE WERE EXPERIENCING HYD PROBS. DSCNT WAS GIVEN TO 13000 FT AND WE SLOWED TO 250 KIAS. ONE FINAL DSCNT WAS GIVEN TO 8000 FT. AFTER COMPLETING THE DSCNT CHKLIST; THE CAPT REVIEWED THE LNDG DISTANCE FROM THE ABNORMAL CHAPTER 7 (FLAPS 0/SLATS RETRACTED). DATA RETRIEVED FROM THE FLT MANUAL SHOWED A STOPPING DISTANCE OF 5340 FT AND A VREF OF 180 KIAS. WE DISCUSSED LNDG AT AN ARPT WITH A LONG RWY. WE WERE AT 8000 FT AND 10 NM N OF ZZZ2 WITH 8.8 FUEL REMAINING. WE ASKED ATC FOR THE CLOSEST DIVERT FIELD WITH A RWY LONGER THAN RWY 30L AT ZZZ2 (8500 FT). ATC INFORMED US ZZZ3 WAS 65 NM N WITH A RWY OVER 12000 FT LONG. WE DECLARED AN EMER (COMPLETE HYD FAILURE) WITH ATC AND WERE GIVEN VECTORS TO ZZZ3. THE FO SENT AN ACARS MESSAGE TO FLT CTL AND THEY ACKNOWLEDGED OUR DIVERSION. WE THEN INFORMED THE FLT ATTENDANTS AND PAX OF OUR INTENTIONS. DURING THE DIVERSION; NUMEROUS PA'S WERE MADE TO KEEP THE PAX INFORMED. ENRTE TO ZZZ3; THE FO COMPLETED THE NON-NORMAL CHKLIST FOR LOSS OF BOTH HYD SYS/LNDG WITH NO HYD PRESSURE. APCH CHKLIST WAS COMPLETED AND WE SET UP FOR A L-HAND PATTERN AND A 13 NM FINAL. THE CAPT FLEW THE ILS APCH (VMC CONDITIONS) TO RWY 35L WITH THE AUTOPLT ENGAGED AND THE AUTOTHROTTLES DISENGAGED. LNDG CHKLIST WAS COMPLETED WITH REF TO ABNORMAL CONFIGN. AUTOPLT WAS DISENGAGED AT 500 FT. TOUCHDOWN; ROLLOUT AND BRAKING WERE NORMAL. ACTUAL STOPPING DISTANCE WAS 5500 FT. BRAKES WERE SET AND THE ACFT WAS INSPECTED BY CFR; MAINT; AND GND SVC. INSPECTION REVEALED SOME HYD FLUID ON THE BOTTOM OF THE R ENG AND GND. MAINT SUGGESTED THAT WE SECURE THE R ENG AND PULL THE R FIRE HANDLE TO CLOSE THE HYD LINES. WE COMPLIED WITH THEIR REQUEST.

Data retrieved from NASA's ASRS site as of January 2009 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.