CRJ700 flight crew reported gear retraction issues followed by a loss of hydraulic fluid. After assessing the situation and determining what systems would be affected; the crew completed a landing at a diversion airport where it was necessary to be towed off the runway.
Synopsis
CRJ700 flight crew reported gear retraction issues followed by a loss of hydraulic fluid. After assessing the situation and determining what systems would be affected; the crew completed a landing at a diversion airport where it was necessary to be towed off the runway.
Narrative
On acceptance of the aircraft; I began my exterior walk around of the aircraft. With experience of a previous landing due to landing gear issues; I've incorporated specific items of importance into my scan; of which is the landing gear oleo struts; the associated hydraulic lines as they disappear into the fuselage; as well as inspecting the belly of the aircraft for wet liquids as well as the ecology tank door being secured. During this walk around I did not notice anything other than routine grime/dirt in these locations. A normal start up; taxi and take-off preceded the event. During the brief; ZZZ1 was selected and briefed as our diversion should we encounter any problems. I (the First Officer) was Pilot Flying (PF) with the Captain as pilot monitoring with a Runway XX departure out of ZZZ with light winds and VMC conditions. Upon positive rate and calling for gear up; the PM selected gear up where I noticed a louder than normal pop. My eyes glanced at the gear indicators where they went from green to amber in transit. After 2-3 seconds and expecting the noise of the nose wheel spinning down on the tire snubbers; and not hearing a change; I anticipated a gear problem. A few seconds later the gear indicators returned to green; and the RED master warning for GEAR DISAGREE alarmed us to the problems followed shortly by an amber master caution for HYD 3 LO PRESS. I continued hand flying the aircraft and the PM advised Tower of gear problems and requested a straight out and level off at 5000 ft. Careful to not exceed 200 kts. during the level off; I called for autopilot on and took control of radios while maintaining control of the aircraft as the PM ran the QRH for gear disagree and then also for hydraulic low pressure. It was during the second QRH we checked the hydraulics synoptic page and discovered the center (system 3) tank was indicating zero quantity as well as highlighting all the subsequent affected systems in amber. While the PM was completing checklists; I coordinated with ATC relaying the nature of the situation as well as the planned diversion to ZZZ1 and needing a tug and Airport Rescue and Firefighting (ARFF) crews. While the PM was finishing aircraft configuration for a flaps 20 landing and coordinating briefing items to the Flight Attendants (FAs); I utilized ATC as a resource to lower task saturation and asked them for current weather and advised them I wanted Runway XXL at ZZZ1 and began building the approach; frequencies; and minimums into the aircraft.Upon the PM finishing duties and him double checking with FAs that they were ready to land; I relayed what I had done to configure for the approach; confirmed my FMS selections with them and executed them; and we planned on the PM (Captain) landing the aircraft. The PM briefed the approach; condition of the aircraft; and outcomes in case of different scenarios happening on the landing/rollout. After we were both caught up and checking in with each other that we are both ready for the landing; I transferred flight controls and retained control of the radios and we began our approach. The flaps 20 landing was uneventful and we came to a stop on the high speed turn off where the ARFF team did an exterior inspection of the aircraft as we secured the aircraft for tow. The aircraft was connected to a tug and brought to the gate for passenger disembarkation. On the exterior walk around; there was visible hydraulic fluid on the belly of the aircraft as well as the scissor link area and hydraulic hoses being completely covered in fluid.
Second reporter narrative
We arrived at the aircraft being handed off from another crew; who reported no known issues with the aircraft. Upon arrival at the flight deck; all required acceptance tasks were completed. The First Officers (FO's) walk around revealed no issues with the exterior of the aircraft. We taxied out for take-off from Runway XX; with all systems normal. I was pilot monitoring on this leg and the FO was pilot flying. Upon lift off; and subsequent retraction of the gear we received a gear disagree warning message. This was soon followed by a hydraulic system 3 low pressure caution message and an inboard spoilers caution message. It was obvious from the sound that the gear had not retracted; and confirmed with indications. I immediately notified ATC of our issue and requested to level off at 5000 ft. MSL while we completed some checklists. Since the RED gear message took priority; I first checked the QRC followed by the QRH for gear disagree (up position selected). After completing the QRH for the gear disagree; the gear was indicating down and 3 green. At this point; I moved on to running the QRH for hyd 3 lo press. It was during this checklist that it was discovered that the hyd 3 system quantity was showing 0%. The inoperative systems were reviewed as a crew. L and R inboard ground spoilers inoperative. Inboard brakes inoperative (once system 3 accumulator pressure is depleted). Normal landing gear extension and retraction inoperative. Nose wheel steering is inoperative (may result in nose wheel shimmy). Parking brake inoperative (when system 3 accumulator pressure is depleted). As the FO was flying and handling the radios; I asked them to go ahead and advise ATC at this point; and we discussed diverting to ZZZ1 due to the long runways. We communicated the loss of nose wheel steering and brakes to ATC and advised that we would possibly not be able to exit the runway as well as the need for a tow. They were helpful in contacting ops to work out a tow off the runway if needed. I computed the landing distance using the QRH factor of 70%; and the additional 15% safety factor using the QRH landing distance tables. It was determined that we needed 6000 ft. minimum for landing and that ZZZ1 was the safest choice. Once the procedure was completed; I immediately notified Dispatch of our problem and intentions to divert to ZZZ1. They agreed that was the best course of action. Once the appropriate information was relayed to Dispatch; I turned my attention to the Flight Attendants (FAs) and relayed the briefing items. I then made a PA informing the passengers of the situation. After notifications were made; we began preparing for the approach. I decided to conduct the role of Pilot flying (PF) for the landing due to the multiple failures that resulted from the hyd 3 system failure. The FO was helpful in getting the current ATIS for ZZZ1 and the FMS set up for the diversion while I was completing other tasks. We determined that XXL was the best option due to runway length and wind direction. I determined the flaps 20 Vref based on our landing weight (65000 lbs); and set up the appropriate landing performance numbers. I briefed the ILS approach for Runway XXL; and we briefed the special considerations for the nose wheel steering inop; braking application etc. Once the approach was briefed and we were ready to continue; I again checked with the FAs to make sure they were ready. We discussed the possibility of gear collapse or runway excursion and what was to be done if that occurred. The FAs were ready and had completed their necessary tasks in the back. We advised ATC that we were ready for the approach and completed the approach and landing with no issues. I was able to steer the aircraft off the runway on a high speed exit; and stopped clear of the runway. When Airport Rescue and Firefighting (ARFF) arrived at the aircraft; we established communication and we advised that we were not able to set the parking brake; and they proceeded to chalk the aircraft. We advised that the engines were running and we proceeded to start the APU and shut down the engines; which was communicated to the fire department. It was reported by the fire department that we had a bad hyd leak coming from the hydraulic lines in the right main landing gear well. They tied some absorbent pads around the affected hydraulic lines and cleaned up the fluid that had leaked on the ground. Upon communication with ops; they were quick to dispatch a tow truck to our location. Ops hooked up to the nose and we were towed to a gate. We communicated that we didn't have a parking brake and they chalked the aircraft before disconnecting the tow. We then completed the shutdown checklist and tended to the passenger needs at this point. The discrepancy was recorded in the Aircraft Maintenance Logbook (AML) and Maintenance was contacted; as well as the Chief Pilot; and the ops coordinator. I completed a debrief with the crew and an assessment of their condition post incident. At this point; we called it a day.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.