CRJ700 flight crew reported a loss of braking and directional control while rolling out on landing. The crew managed to stop the aircraft but was unable to be removed from the runway without the assistance of a tug.
Synopsis
CRJ700 flight crew reported a loss of braking and directional control while rolling out on landing. The crew managed to stop the aircraft but was unable to be removed from the runway without the assistance of a tug.
Narrative
Upon landing in ZZZ on Runway XX; we noticed we were having trouble decelerating with full reversers and brakes. The Captain took controls around 60 knots to attempt to make Taxiway 1. Once he felt he was at a suitable speed to make the turn; he attempted to turn and was unable to maintain control; with the nose ending at an approximate heading of 095. The aircraft did not leave a paved surface at any time. Once the CA (Captain) was able to stop the aircraft; he called Tower and notified them we were unable to taxi off the runway; and I notified the FA (Flight Attendants) and the passengers of the situation. We then attempted to call operations with no response on either the frequency or phone number listed on the company page. We reviewed the EICAS caution messages: IB GND SPLRS; HYD 3 LO PRESS; and IB BRAKE PRESS. We asked Tower to assist in getting a tug through Airport Ops and informed them it was likely hydraulic fluid was contaminating the runway. We ran QRC/QRH for HYD 3 LO PRESS; identifying our system 3 reservoir was empty. Company operations eventually called us and notified us they did not have tug crews and would have to coordinate with the FBO for a tug. While waiting for the tug; I continued to monitor radios; while the Captain began the write-up and contacting maintenance control. After 30-35 minutes; the tug arrived and connected to the aircraft. The CA decided to release the parking brake once the tow bar was connected and hold brakes to ensure they did not damage the N/W (Nose Wheel) gear or tow bar. The Tug Driver did not connect a headset and began to tug the aircraft without coordinating to ensure N/W steering and parking brake were off. We made it to the gate without further incident.On arrival to the gate; no crew or passengers reported any injury. On walk-around; I identified a slow drip of hydraulic fluid coming from the N/W landing gear; and what appeared to be oil dripping from the underside of the fuselage between the MLG bays. Both of the FAs reported hearing an unfamiliar whine noise during the landing.
Second reporter narrative
Upon landing on runway XX in ZZZ it felt as though we had limited braking. When I took the controls during rollout I confirmed the braking was limited. After slowing to a suitable speed to turn at taxiway 1 the nose wheel steering felt sluggish and then stopped feeling responsive; the turn continued past 90 degrees even though I was centering the tiller to proceed straight. The airplane kept turning left until I stopped the turn with braking; the airplane ended up stopping at around 135 degrees even though I centered the nose wheel steering at 90 degrees. We then advised Tower; contacted the Flight Attendants; made a PA announcement. About this time EICAS caution messages populated: IB GND SPOILERS; HYD 3 LO PRESS; and IB BRAKE PRESS. We ran the QRC and QRH and sent an ACARS to Dispatch and waited several minutes for a response. We the called maintenance control explained the situation and were then transferred to the dispatch supervisor. while still waiting to get in contact of ZZZ operations via telephone on the number listed on the company pages and via the OPS frequency Chief Pilot contacted me and inquired about the situation and wellbeing of the passengers and crew. In total it took around 47 minutes to get a tug to the gate since we couldn't contact operations and the company does not have a tug at the airport; we had to wait for the local FBO to come and tug us meanwhile the entire airport was shut down since we were disabled on the only runway.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.