Narrative:

On short final; I looked up to the overhead panel then quickly called up the status page on the EICAS. We both noticed the left hydraulic quantity dropping rapidly. We continued the approach based on the landing being assured with the aircraft fully configured. During landing and rollout we observed a number of lights on the overhead panel and EICAS as well as the master caution. All indications were of a total loss of the left hydraulic system. We also had ptu failure displayed on the status page. I quickly noted that we would not have use of the left reverser or nose wheel steering I advised the first officer to engage only the right reverser and not to apply brakes before handing control over to me. Tower had previously approved us to roll to the end and we quickly decided that stopping straight ahead on the runway was the safest course of action. I was able to bring the aircraft to a stop safely on the center line with minimal braking. We advised tower as soon as possible and all traffic behind us was diverted. We ran both the left hydraulic pressure and alt flap (after consulting with maintenance) checklists after the aircraft was stopped. I had the first officer advise the flight attendants of the situation and I then made made a PA announcement to explain the situation to the passengers. I also contacted dispatch via arinc to bring them up to speed. Rescue vehicles responded quickly and maintenance arrived soon after with a tug. A large puddle of hydraulic fluid was observed beneath the aircraft. The tow to the terminal was uneventful.

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Original NASA ASRS Text

Title: A B757-200 flight crew experienced total loss of left hydraulic system on short final. They made a normal landing; stopped on the runway; and were towed to the gate.

Narrative: On short final; I looked up to the overhead panel then quickly called up the status page on the EICAS. We both noticed the left hydraulic quantity dropping rapidly. We continued the approach based on the landing being assured with the aircraft fully configured. During landing and rollout we observed a number of lights on the overhead panel and EICAS as well as the Master Caution. All indications were of a total loss of the left hydraulic system. We also had PTU failure displayed on the status page. I quickly noted that we would not have use of the left reverser or nose wheel steering I advised the First Officer to engage only the right reverser and not to apply brakes before handing control over to me. Tower had previously approved us to roll to the end and we quickly decided that stopping straight ahead on the runway was the safest course of action. I was able to bring the aircraft to a stop safely on the center line with minimal braking. We advised Tower as soon as possible and all traffic behind us was diverted. We ran both the Left Hydraulic Pressure and Alt Flap (after consulting with Maintenance) checklists after the aircraft was stopped. I had the First Officer advise the Flight Attendants of the situation and I then made made a PA announcement to explain the situation to the passengers. I also contacted Dispatch via ARINC to bring them up to speed. Rescue vehicles responded quickly and Maintenance arrived soon after with a tug. A large puddle of hydraulic fluid was observed beneath the aircraft. The tow to the terminal was uneventful.

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.