Air Carrier Flight Crew reported Hydraulic failure after takeoff and performed an air turn back to landing.

Narrative

Shortly after initial climb following departure from ZZZZ; we received a master caution for a Hydraulic Failure Alert. I was pilot flying so the Captain pulled up the Hydraulic synoptic and stated we had lost all Hydraulic 1 fluid. He read through the Quick Reference Handbook and after discussing the options between ourselves (and with the 777 jump seater) we decided to return to ZZZZ. At this point we decided it would be safer for the Captain to take the role of Pilot Flying and I took over Pilot Monitoring. During configuration for the approach; on our first attempt; we received a slat disagree alert with accompanying aircraft deviation to the left. The Captain turned off autopilot and was was able to compensate with aileron Neil slats were retracted per the Quick Reference Handbook. We then requested to enter a hold at the IAF for the approach at 3;000 ft. again to review the Quick Reference Handbook further. After reviewing implications of a return landing from the Quick Reference Handbook; we briefed and commenced a Runway XX return approach. However; when extending the flaps to Runway XX; they did not extend past 22 and we received a flap disagree alert. We discontinued the approach and went back out to the missed approach holding position to re-evaluate and reference the Quick Reference Handbook again. Once in holding again; we received updated winds from Tower and elected to change to Runway YY to have more favorable winds for landing. Rwy YY loc is a 3.5 deg glide slope but was discussed and determined to be favorable to a tailwind given high landing speeds of a Runway XX return to landing. On our second approach attempt; the flaps stuck at 22 degrees again and we became high on the approach so we discontinued again and took vectors back around for the localizer YY approach again. On this third approach we configured earlier; hoping having the gear down might help flaps fully deploy; and the flaps were able to reach Runway XX after landing gear was extended and with more time. The captain flew an outstanding approach and flair to land and we landed uneventfully. We taxied to the end and turned clear of the runway into a run-up area where we waited for our brakes to cool and a tug to hook up and tow us back to the ramp. Suggestion - more thorough monitoring of hydraulic system components during inspections and maintenance performed.