Narrative:

Initially departed with #1 autopilot previously deferred. Aircraft flying on #2 autopilot; uneventful takeoff; climb; and cruise. Approximately 1:30 hours into flight at FL340 we had a loss of hydraulic system 3. With this came loss of the 2nd autopilot. Since no autopilot was available we departed rvsm airspace and descended to FL280. Due to weather (significant line of thunderstorms) ahead we elected to divert. Uneventful descent; approach; and landing. Once clear of the runway; we stopped on the last taxiway with a right turn off. Ground airport rescue and fire fighting crews reported smoke from the right main landing gear. With hydraulic fluid dripping from right wheel well area. Did not set parking brake per company SOP for hot brakes. Asked for chocks to be delivered from FBO out to the aircraft; this took longer then planned. Once personnel started approaching near aircraft we shut down engine #3 (right wing). This was the engine with the broken hydraulic system. Subsequently we shutdown engine #1 (left wing) as people were coming over the aircraft to chock it. There is an auxiliary hydraulic pump that we turned on as a backup to power the brakes. There was a momentary loss of hydraulic power as the #1 engine shut down and the auxiliary hydraulic pump came on. Since the aircraft was not chocked it rolled approximately 10 - 15 ft before pressure built up from the auxiliary pump and we were able to set brakes/chock aircraft. No injury to anyone; no harm/damage to anything. The lesson learned were: 1. Ensure chocks in place prior to shutting down last normal source of brakes. 2. Do not rush. 3. Verify with other crew member before shutting down an engine.

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Original NASA ASRS Text

Title: A DC10 lost the number three hydraulic system fluid in flight; declared an emergency and diverted to a nearby airport because of enroute weather. After landing smoke was seen from hydraulic fluid on the right main gear.

Narrative: Initially departed with #1 autopilot previously deferred. Aircraft flying on #2 autopilot; uneventful takeoff; climb; and cruise. Approximately 1:30 hours into flight at FL340 we had a loss of hydraulic system 3. With this came loss of the 2nd autopilot. Since no autopilot was available we departed RVSM airspace and descended to FL280. Due to weather (significant line of thunderstorms) ahead we elected to divert. Uneventful descent; approach; and landing. Once clear of the runway; we stopped on the last taxiway with a right turn off. Ground Airport Rescue and Fire Fighting crews reported smoke from the right main landing gear. With hydraulic fluid dripping from right wheel well area. Did not set parking brake per company SOP for hot brakes. Asked for chocks to be delivered from FBO out to the aircraft; this took longer then planned. Once personnel started approaching near aircraft we shut down engine #3 (right wing). This was the engine with the broken hydraulic system. Subsequently we shutdown engine #1 (left wing) as people were coming over the aircraft to chock it. There is an auxiliary hydraulic pump that we turned on as a backup to power the brakes. There was a momentary loss of hydraulic power as the #1 engine shut down and the auxiliary hydraulic pump came on. Since the aircraft was not chocked it rolled approximately 10 - 15 FT before pressure built up from the auxiliary pump and we were able to set brakes/chock aircraft. No injury to anyone; no harm/damage to anything. The lesson learned were: 1. Ensure chocks in place prior to shutting down last normal source of brakes. 2. Do not rush. 3. Verify with other crew member before shutting down an engine.

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.