B777 Flight Crew reported an EICAS HYD PRESS PRI R at cruise. The Flight Crew performed the Non Normal Check List and observed the Right Hydraulic System Fluid decreasing. The Flight Crew requested priority handling and diverted to make a precautionary landing.
Synopsis
B777 Flight Crew reported an EICAS HYD PRESS PRI R at cruise. The Flight Crew performed the Non Normal Check List and observed the Right Hydraulic System Fluid decreasing. The Flight Crew requested priority handling and diverted to make a precautionary landing.
Narrative
Returned from 2nd break to crew wrapping up Non-Normal ECL (Electronic Check List) for HYD PRESS PRI R. Through excellent leadership and CRM by Captain; discussions were had as to the threats; negative consequences; and potential escalation of current malfunction. As the situation was under control; Captain (CA) left for his break with clear instructions as to when and why to call him back up early - specifically for any substantial loss in HYD Quantity in R system. Over next hour or so there was a slow but obvious decrease in HYD Quantity from .84 to .55 when we decided to call CA back up. After coordination with M/C and DD; and more discussion among the crew; we elected to divert to ZZZ1 after being switched to VHF. We received excellent support from ATC and communicated our concerns about leaking fluid on hot brakes to ZZZ2 via ZZZ1 approach. We landed XR and cleared the runway for inspection by ZZZ2 Fire. They did not find any leaks; even after shutting the right engine down upon request. We taxied to the gate and upon engine shut down there; the leak was apparent and let loose. Through the strong leadership skills of Captain; this event was handled methodically and with excellent input from all involved. All ECLs and FM guides were utilized appropriately and lead to a well-managed non-normal event.
Second reporter narrative
The following event occurred during flight XXY. Our scheduled flight time was XA:50 Zulu to XB:15 Zulu. We took off at XC:13 Zulu and were expecting to be arriving in ZZZ3 10 min ahead of schedule at around XB:05 Zulu. The first part of the flight was uneventful; besides a few weather deviations on our route of flight; as well as a change of altitude in search of a smoother ride. At around XD:25 Zulu; while cruising at FL370; we got an EICAS Message 'HYD PRES PRI R'. At the time; the Captain and I were upfront while the First Officer was still on break. We took a quick look at the Hydraulic synopsis page which showed an X on the right primary hydraulic pump. We ran the appropriate ECL checklist for the malfunction; which lead us to turn off the right engine primary pump switch.The Captain initiated a phone call with Dispatch and Maintenance Control and after a brief discussion about the possible implications of such a failure; we all agreed that we would continue towards our scheduled destination. At that time; there was no other concerns. The backup electric demand hydraulic pump was picking up the load and the hydraulic quantity still showed at a normal level of .80. At around XD:55 Zulu; the First Officer came back from his break and we brief him on what was happening. Before going on break; the Captain told us to call him if anything were to change and specifically told us to keep an eye on the right hydraulic quantity as it appeared to be slightly lower than 30 min earlier. Still it was; no cause for concern. All of the other systems were functioning properly. While the Captain was on break; we kept a log of the hydraulic quantity and it eventually became apparent that we were slowing losing hydraulic fluid in that system.So at around XE:30 Zulu; we called the Captain to advise him of the situation; and he came back and joined us on the flight deck. From that point on; all three of us were in the cockpit until we landed. The right hydraulic quantity was now at .50 and there was now no doubt that we were losing fluid. Not too long after that; the EICAS 'HYD QTY LOW R' was displayed. Of course; we had another discussion about the consequences of possibly losing the right hydraulic system all together. We were now about 2:30 hours from ZZZ3. We were well aware that even with a full right hydraulic failure; the systems lost are still minimal (loss of normal brakes only); nevertheless; after another conversation with dispatch and Maintenance Control; the Captain suggested and we both agreed that it would be safer to put the plane on the ground while we still had all major systems operating normally instead of continuing to fly for another 2.5 hours and face the prospect of a more severe situation. At that point; we were just an hour south of ZZZ1; so we decided the safest course of action was to head to ZZZ1; knowing that Company personnel and customs would be available to help our diversion recovery. Around XF00 Zulu; after we advised Dispatch; Maintenance Control; the Cabin Crew and the Passengers; we initiated our diversion towards ZZZ1 and requested priority handling. At that point; we were on VHF frequency with ZZZ Center; and eventually ZZZ1 Center. The rest of the arrival; approach and landing into ZZZ1 was uneventful; except for the fact that the right hydraulic fluid quantity kept getting lower. It eventually showed zero after landing. We were surprised to still see that demand pump keeping hydraulic pressure in the system. We landed on Runway XR. As a precaution; the crash and fire rescue trucks were waiting for us at the end of the runway. We were concerned about hydraulic fluid possibly leaking on the brakes. Before taxing; we shut down the engines and asked the fire crew to check visually for hydraulic fluid leaks or smoke. They told us they could not see anything and after restarting the engines; we then got a clearance to taxi to the north cargo area; where Company personnel; Mechanics and eventually Customs met us on arrival. There was a delay opening the doors while operations and customs were coordinating our arrival before deplaning the passengers. We completed all required checklists and the Captain called the company for the debrief. When we eventually exited the airplane; we were able to talk to the mechanics and they advised us a good amount of hydraulic fluid was leaking from the right engine after engine shutdown.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.