Narrative:

Climbing out through 14;000 ft we identified a loss of hydraulic fluid in the number 2 system by means of the hydraulic isolation valve caution light. The fluid was at 1.0 quart with no other associated lights. We ran the appropriate checklist and the light went out unexpectedly. We decided to continue to filed destination for several reasons including severe weather in and around the vicinity of our departure airport. After contacting maintenance control via satcom we leveled off at 19;000 ft and observed the fluid in the number 2 reservoir dropping to zero. We then got the appropriate caution lights for the situation with one exception -- the hydraulic isolation valve light. We ran the appropriate checklist for a quantity zero situation and declared an emergency. We were 30 minutes from landing and were on the backside of a line of weather with suitable conditions. We contacted dispatch and our flight attendant with information of a planned emergency landing. With a close watch on the number 1 hydraulic system we made our descent. Fifteen minutes before landing the first officer made an announcement over the PA and again conferred with our flight attendant as to the no brace decision. On a 15 mile final for runway xx and level at 4;000 ft we manually extended the landing gear and shot a visual approach and landing. Airfield rescue and fire fighter trucks were standing by as we exited the runway; ran the checklist and taxied to the gate. At the gate; ramp personnel chocked the aircraft and we set the parking brake and feathered the props. At this time we watched the fluid in the number 1 hydraulic system reservoir drop to zero. After shutting down the engines we were met by maintenance personnel who observed the fluid departing the number 1 hydraulic system. We determined that it was safe to deplane and did so normally without confusion or alarm. The event was determined by means of the aircraft detection and alert system.

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Original NASA ASRS Text

Title: During climb; a DHC8-100 number 2 hydraulic system lost quantity so an emergency was declared and the emergency checklist completed. After parking at the planned destination gate; the number 1 hydraulic system also lost its fluid.

Narrative: Climbing out through 14;000 FT we identified a loss of hydraulic fluid in the number 2 system by means of the HYDRAULIC ISOLATION VALVE caution light. The fluid was at 1.0 quart with no other associated lights. We ran the appropriate checklist and the light went out unexpectedly. We decided to continue to filed destination for several reasons including severe weather in and around the vicinity of our departure airport. After contacting Maintenance Control via SATCOM we leveled off at 19;000 FT and observed the fluid in the number 2 reservoir dropping to zero. We then got the appropriate caution lights for the situation with one exception -- the HYDRAULIC ISOLATION VALVE light. We ran the appropriate checklist for a quantity zero situation and declared an emergency. We were 30 minutes from landing and were on the backside of a line of weather with suitable conditions. We contacted Dispatch and our Flight Attendant with information of a planned emergency landing. With a close watch on the number 1 hydraulic system we made our descent. Fifteen minutes before landing the First Officer made an announcement over the PA and again conferred with our Flight Attendant as to the no brace decision. On a 15 mile final for Runway XX and level at 4;000 FT we manually extended the landing gear and shot a visual approach and landing. Airfield Rescue and Fire Fighter trucks were standing by as we exited the runway; ran the checklist and taxied to the gate. At the gate; ramp personnel chocked the aircraft and we set the parking brake and feathered the props. At this time we watched the fluid in the number 1 hydraulic system reservoir drop to zero. After shutting down the engines we were met by Maintenance personnel who observed the fluid departing the number 1 hydraulic system. We determined that it was safe to deplane and did so normally without confusion or alarm. The event was determined by means of the aircraft detection and alert system.

Data retrieved from NASA's ASRS site as of July 2013 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.