CRJ900 flight crew reported hydraulic system failure during go-around.
Synopsis
CRJ900 flight crew reported hydraulic system failure during go-around.
Narrative
Going into ZZZ ATC had kept us high and fast and then cleared us for the visual approach to Runway XX. Due to not being able ensure a stabilized approach we elected to do a go around. When gear was selected up for the go around we received a Gear Disagree and a HYD 3 LO PRESS caution message immediately after selecting gear up. The HYD page showed system 3 at 0% quantity; 0 PSI and brakes at 2200 PSI. We advised ATC and received radar vectors to work the QRH. We ran both QRHs and consulted with Dispatch on performance numbers and to ensure that ZZZ was still our best options. After both verifying performance numbers and complying with the QRH we proceeded in to ZZZ. A [request for priority handling] was made while working the QRH and Tower had sent Airport Rescue and Firefighting (ARFF) out to the runway. I also advised the Flight Attendance that we were [requesting priority handling] and made associated PA announcements. While getting vectored to Runway XX Approach advised that the winds had shifted and favored YY. We sent for performance numbers with the new winds and verified YY was a better option. After completing all checklists for the runway change we proceeded for a visual to Runway YY backed up with the LOC. The FO had been the pilot flying the whole time up until this point; since the FO was on Operating Experience (OE) I elected to perform the landing due to the much higher approach speed and shorter runway. The landing went as planed and we came to a stop with 2;000ft remaining. The parking brake was set and PA made to remain seated. ARFF inspected the aircraft for heat signatures and found the brakes to be hot but normal. Tower had already contacted operations of the situation and notified them to send a tug out to the runway with airport operations. We shut down both engines and proceeded to get towed to the gate. Due to the already hot brakes and narrow taxiways I elected that being towed off the runway was the best option (N/W steering in-op due to system 3 failure). After arriving at the gate and completing all checklists we deplaned and visited with airport operations to provide information. I contacted Dispatch; Maintenance Control and the duty pilot to communicate further information to the respective parties. The crew as a whole meet later at the hotel and I held a debrief with them. Inflight and the FO performed exceptionally and I was very proud of their professionalism; communication and teamwork.Cause: After performing a walk around hydraulic fluid was found covering the right side of the aircraft coming from the nose wheel bay.
Second reporter narrative
During descent to ZZZ; we used flight spoilers to manage our descent rate to get low and slow enough fly the approach. However; due to constraints from ATC; we were not able to set up properly for the approach. We decided to go around; directed by the Captain. Just prior to the go around; we were trying to slow for flaps 30; so we were around 180 knots IAS. After the Captain called positive rate; I called for gear up. We did not overspeed the gear. Once selecting gear up; we got HYD 3 LO PRESS" and by "GEAR DISAGREE" messages. The gear was initially yellow; and then indicated down and 3 green after some time. I focused on flying and the Captain started to run the QRH.The Captain coordinated with Tower. We maintained 3000 feet and got vectored around. I flew the airplane while he ran the QRH. As he was running the QRH; I saw 0% on hydraulic system 3; and pointed it out. The Captain was aware. We were unsure if pulling the emergency gear lever was necessary; because the gear was already indicating down; but we followed the QRH. The Captain considered returning to ZZZ1; but after checking our fuel; he decided against it. He [requested priority handling]; and coordinated with dispatch via FMS. They agreed we should land the airplane at ZZZ. During this time; ATC informed us the winds had shifted to 080 degrees; so we decided to switch to Runway YY at ZZZ. We sent for performance data for Runway YY. After the appropriate QRHs were run; I called for the after takeoff checklist. Then; Tower had us descend to 2000; and started setting us up for the approach. The Captain took the controls and I double checked our checklists. We had already run descent and approach checklists; but I wanted to verify nothing had been missed. He also had me verify items on the QRH. Everything was checked and had been set up properly.He hand flew the approach well; it was the LOC YY as the GS was out of service. The landing was uneventful and we stopped on the runway with over 2000 feet remaining. Airport Rescue and Firefighting (ARFF) was standing by; and communicated with us on Tower frequency. The brakes were indicating 10s at the most. They verified the brakes were not overheating. At that time; the Captain was making a PA so I relayed that message to him.The Captain thought about using differential brakes to taxi; but decided to be towed off. The tow was standing by for us; I believe Tower called for it. While we were on the runway; the Flight Attendants (FAs) called because passengers needed to use the bathroom. We were towed in; and completed the rest of the normal checklists. We left flaps at 20 degrees; the ground prox flap override switch pressed and the emergency gear extension out. I recently had a hydraulic system failure in the simulator. This training helped me know what to do; understand the hydraulic issue we were having and remain calm. I think the Captain did a great job managing the situation.Cause: Hydraulic leak from nose wheel bay; discovered in post flight walk around."
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.