CRJ-900 flight crew reported the loss of the main hydraulic system during final approach.
Synopsis
CRJ-900 flight crew reported the loss of the main hydraulic system during final approach.
Narrative
Today on Aircraft X from ZZZ to ZZZ1 we experienced a hydraulic system 3 low pressure warning shortly after getting vectored onto the final approach course for ILS Runway XX in VMC conditions. We saw the caution message and checked the hydraulic synoptic page to see that there was no fluid left in our hydraulic 3 system; but there was pressure in the line. We asked for delay vectors and discontinued our approach to run the QRH. After running the QRH we got to the gear extension portion and after talking it through decided to drop the gear using the conventional method. The gear went down and locked 3 green; however the pressure was completely depleted in system 3 after that. We decided to pull the manual gear extension in case the reading was faulty as advised by the QRH. We ran the rest of the QRH procedure and [requested priority handling] with the Tower. After all checklists were run we were vectored back onto the approach. I was the FO was flying during the checklist and procedure. After the procedure was completed we decided that the Captain should land the aircraft and we transferred the controls to his side and I took over the job of pilot monitoring. We landed the plane safely and let ATC know that we would not be able to exit the runway. ARFF was standing by to inspect the aircraft for leaks and none were found. We contacted Dispatch and Maintenance via ACARS while on the ground and informed them of the situation. Once inspected by ARFF a tug towed us into the gate.Not sure what the cause was; there were no other indications during flight that caused alarm until close to the airport when we received the caution message.
Second reporter narrative
On the morning of Date; I operated my second flight of the day; Aircraft X; from ZZZ to ZZZ1. It was the FO's leg to fly and I was Pilot Monitoring. The flight progressed normally with good weather and no apparent threats until we began our approach into ZZZ1. We were being vectored onto the localizer for the ILS [Runway] XX approach into ZZZ1 at 3;000 ft when the FO asked for Flaps 8 shortly before intercepting about a 10 mile final. Shortly after being established on the localizer; the FO requested Flaps 20 as we slowed to 180 kts. Moments after selecting Flaps 20; a Master Caution appeared for 'HYD PUMP 3B' at which point we requested delay vectors off the approach to run the QRH. We maintained 3;000 ft; 180 kts and flaps 20 configuration while we worked the QRH. The QRH directed us to switch the 3B pump to the 'ON' position and if the message didn't extinguish; turn the pump off and that was the end of the procedure. Upon looking at system 3 on the hydraulic synoptic page; I noticed the 3A pump was still holding pressure; the 3B pump was Amber; and the HYD quantity read 0%. Based on my system knowledge; and aircraft mechanic experience; I knew a larger problem was affecting system 3 that the EICAS hasn't had opportunity to alert us of. I searched for a QRH non-EICAS procedure for low or no hydraulic fluid; but didn't find anything. With no other QRH guidance beyond the 'HYD PUMP 3B' procedure; I presented the idea to lower the gear knowing that system 3 is largely responsible for actuating the landing gear. We both agreed it would make good use of the remaining pressure and fluid in system 3 and probably prompt more EICAS messages to give us QRH guidance. We lowered the landing gear; which yielded 3 down and green indications as well as caution messages 'HYD 3 LOW PRESS' and 'IB GND SPOILERS.' At this point I referenced the QRH procedure for 'HYD 3 LOW PRESS' and [requested priority handling]; telling Approach Control we will be stopping on the runway with reduced braking capability and inability to steer the aircraft. We ran the QRH to completion configuring the aircraft and determining Runway XX in ZZZ1 to be suitable for changes in landing distance and landing configuration. At this point we were on a base leg to intercept final for Runway XX again. The FO suggested that I land the airplane. I agreed; so we transferred the controls to me and I flew the approach and landed the airplane. With firm braking and full reverse thrust; I was able to stop the aircraft short of Taxiway XX. Emergency vehicles approached and inspected the aircraft while I briefed the flight attendants and then the passengers on the situation. We decided to shut down the engines on the runway as the tug approached to tow us back to the gate. We turned on the 2B pump for brake pressure as we were towed to the gate. There; we ran a shutdown checklist; and deplaned our X thankful passengers. Failure of a Major Hydraulic system.QRH guidance that would help better direct the crew in a situation like ours where we found ourselves without any QRH guidance after completing the first QRH procedure. We had to effectively induce more EICAS messages to appear by lowering the gear so that we could be directed to the proper QRH procedure for the situation.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.