Narrative:

During cruise flight at 10;000 feet the hydraulic pump began continuously running. I was the pilot monitoring and noticed the main accumulator pressure was at the red line and the hydraulic reservoir was empty. The hydraulic power cwp master caution light came on; and the QRH for the hydraulic cwp light was run. This directed us to the hydraulic procedure 1 for main accumulator pressure low with low hydraulic fluid. We followed the checklist and pulled the emergency landing handle; three green lights illuminated and we completed the rest of the QRH. Both braking accumulators had 3000 psi of pressure and did not need hand pumping. The QRH directed us to land with current flap setting (flaps 0). With the increased landing distance based on runways available and currents winds we decided to request the longest available runway. An emergency was declared with approach control and we were vectored for landing. ATC continued to vector us around while we finished the QRH and coordinated with company operations. The flight attendant and passengers were briefed on the situation and told we would be stopping and deplaning on the runway. We landed uneventfully; came to a stop on the centerline and shut down the engines. The passengers deplaned on the runway onto a bus; and the plane was towed back to the ramp.

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Original NASA ASRS Text

Title: An SF340 Flight Crew declared an emergency and landed at their destination following a complete loss of hydraulic fluid.

Narrative: During cruise flight at 10;000 feet the hydraulic pump began continuously running. I was the Pilot Monitoring and noticed the main accumulator pressure was at the red line and the hydraulic reservoir was empty. The hydraulic power CWP master caution light came on; and the QRH for the hydraulic CWP light was run. This directed us to the hydraulic procedure 1 for main accumulator pressure low with low hydraulic fluid. We followed the checklist and pulled the emergency landing handle; three green lights illuminated and we completed the rest of the QRH. Both braking accumulators had 3000 psi of pressure and did not need hand pumping. The QRH directed us to land with current flap setting (flaps 0). With the increased landing distance based on runways available and currents winds we decided to request the longest available runway. An emergency was declared with Approach Control and we were vectored for landing. ATC continued to vector us around while we finished the QRH and coordinated with company operations. The Flight Attendant and passengers were briefed on the situation and told we would be stopping and deplaning on the runway. We landed uneventfully; came to a stop on the centerline and shut down the engines. The passengers deplaned on the runway onto a bus; and the plane was towed back to the ramp.

Data retrieved from NASA's ASRS site as of April 2012 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.