Narrative:

At about 1000 ft on short final into ZZZ; the left hydraulic quantity message presented on the EICAS screen as the flaps were moving into the 30 degree position. Shortly thereafter; we got trailing edge flap disagreement; rudder ratio and left hydraulic pressure messages. The first officer and myself concurred and decided that the best course of action with this short notice would be to go around. I took the aircraft and began a go around at about 700 ft and called for flaps 20 degrees and gear up. During this time the copilot announced that we were making a missed approach and declared an emergency to the tower. We received our heading and altitude clrncs and then realized that the flaps were not coming up. I looked at the airspeed indicator and saw about 165 KTS. I immediately rotated upward and now saw that the power xfer unit was indicated on the status page indicating that we did not have enough fluid in the left system to operate to ptu. I hand flew the aircraft to subsequent clrncs until the downwind because the aircraft was acting unstable with both flaps at 30 degrees and gear downwind in gusty conditions. On downwind we ran the checklists for total left quantity failure and called the flight attendants and made a PA to passenger. We saw that the only real effect for us was no left reverser and no nosewheel steering. Luckily; the flaps were already 30 degrees and gear was down. We landed uneventfully and rolled to taxiway J where the crash fire rescue equipment trucks were waiting. It took them about 25 mins to check out the aircraft and for the tow in to the gate once it was determined there was no danger. I would like to comment on the professionalism of first officer as to accurate handling of the checklists as well as communicating with ATC and coordinating with crash fire rescue equipment once on the ground as I was at time busy hand flying the aircraft around the pattern and landing in 20 KT xwinds.

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Original NASA ASRS Text

Title: B757 FLT CREW RPTS L HYD SYS FAILURE AFTER GEAR AND FLAP EXTENSION. AFTER GAR; SAFE LNDG ENSUES.

Narrative: AT ABOUT 1000 FT ON SHORT FINAL INTO ZZZ; THE L HYD QUANTITY MESSAGE PRESENTED ON THE EICAS SCREEN AS THE FLAPS WERE MOVING INTO THE 30 DEG POS. SHORTLY THEREAFTER; WE GOT TRAILING EDGE FLAP DISAGREEMENT; RUDDER RATIO AND L HYD PRESSURE MESSAGES. THE FO AND MYSELF CONCURRED AND DECIDED THAT THE BEST COURSE OF ACTION WITH THIS SHORT NOTICE WOULD BE TO GO AROUND. I TOOK THE ACFT AND BEGAN A GAR AT ABOUT 700 FT AND CALLED FOR FLAPS 20 DEGS AND GEAR UP. DURING THIS TIME THE COPLT ANNOUNCED THAT WE WERE MAKING A MISSED APCH AND DECLARED AN EMER TO THE TWR. WE RECEIVED OUR HDG AND ALT CLRNCS AND THEN REALIZED THAT THE FLAPS WERE NOT COMING UP. I LOOKED AT THE AIRSPD INDICATOR AND SAW ABOUT 165 KTS. I IMMEDIATELY ROTATED UPWARD AND NOW SAW THAT THE PWR XFER UNIT WAS INDICATED ON THE STATUS PAGE INDICATING THAT WE DID NOT HAVE ENOUGH FLUID IN THE L SYS TO OPERATE TO PTU. I HAND FLEW THE ACFT TO SUBSEQUENT CLRNCS UNTIL THE DOWNWIND BECAUSE THE ACFT WAS ACTING UNSTABLE WITH BOTH FLAPS AT 30 DEGS AND GEAR DOWNWIND IN GUSTY CONDITIONS. ON DOWNWIND WE RAN THE CHKLISTS FOR TOTAL L QUANTITY FAILURE AND CALLED THE FLT ATTENDANTS AND MADE A PA TO PAX. WE SAW THAT THE ONLY REAL EFFECT FOR US WAS NO L REVERSER AND NO NOSEWHEEL STEERING. LUCKILY; THE FLAPS WERE ALREADY 30 DEGS AND GEAR WAS DOWN. WE LANDED UNEVENTFULLY AND ROLLED TO TXWY J WHERE THE CFR TRUCKS WERE WAITING. IT TOOK THEM ABOUT 25 MINS TO CHK OUT THE ACFT AND FOR THE TOW IN TO THE GATE ONCE IT WAS DETERMINED THERE WAS NO DANGER. I WOULD LIKE TO COMMENT ON THE PROFESSIONALISM OF FO AS TO ACCURATE HANDLING OF THE CHKLISTS AS WELL AS COMMUNICATING WITH ATC AND COORDINATING WITH CFR ONCE ON THE GND AS I WAS AT TIME BUSY HAND FLYING THE ACFT AROUND THE PATTERN AND LNDG IN 20 KT XWINDS.

Data retrieved from NASA's ASRS site as of May 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.