EMB 170 flight crew reported hydraulic system failure during final approach resulted in reduced braking capability and loss of nosewheel steering. Flight landed and was towed off runway.
Synopsis
EMB 170 flight crew reported hydraulic system failure during final approach resulted in reduced braking capability and loss of nosewheel steering. Flight landed and was towed off runway.
Narrative
On a 7 mile final for Runway XXR into ZZZ with flaps 3 and gear down; shortly after selections of flaps 5 at glide slope capture we get a HYD LO QTY advisory message. Shortly afterwords we received a master caution for HYD 2 LO press. We talked about the situation and executed a go around. I called for go around flaps two. Once I heard the positive rate I knew from training and systems knowledge I elected to keep the gear down. ATC vectored us around while we ran the HYD 2 LO PRESS QRH procedure. I [requested priority] with ATC and also had informed the FAs about out current situation. They asked about brace position and I said no; because I had a proper down 3 green gear indication. I chose to land Runway XYL because it was the longest available and suitable runway with half breaks and no nose wheels steering. We discussed about HYD SYS 2 being empty of pressure and quality remaining in the system. The airplane landed safely on runway XYL. Upon coming to a complete stop airport crash fire rescue met our airplane and I made contact with them and gave them our current aircraft status. The captain asked us if the apu was available to start it so we can shut down the engines while they did a detail inspection. After the engines were shut down the fire captain asked for the gear pins so they can safely pin them. He informed me that we had fluid coming out of the left hand wheel well. He used a thermal imaging camera and told me that breaks where up to 600 degrees and they crabbed a pair of chocks so I can release the breaks to help them cool. They placed a fan near the breaks to help aid in cooling. A while later Company ops was enroute with a tug and tow bar to get us off the runway. Once the tug hooked us up and started to move us ZZZ airports told him to stop and ended up breaking the tow bar sheer pin. Company ops where able secure another tow bar to continue us to our gate. Once at the gate we were met by Airport police who asked me if we had any injuries and if we need any medical attention. I informed him that we were all safe with no injuries. Passengers seemed very proud and thankful of the professionalism of our crew. I talked about the aircraft to local maintenance and what had happened. Suggestions: Maybe a Mx AD about the weak point of HYD sys 2 with the landing gear extraction line.
Second reporter narrative
On a 7mile final for runway XXR into ZZZ. Configuration was flaps 3 gear down. Shortly after the gear was down and locked captain called for flaps 5. As flaps 5 was selected we got HYD 2 LO QUANT ADVISORY. then HYD 2 LO PRESS master caution. Quickly discussed the situation and decided to execute a go around. Captain called for go around TOGA FLAPS 2" once I said positive rate. Captain looked at hydraulic page and confirmed we should leave the gear down on the go around clean up. We then got vectors from ATC while we ran the HYD 2 LOW PRES. QRH. CAPTAIN then [advised] ATC and informed the flight attendants of the situation. They asked about Brace position and captain gave them the appropriate information per the QRH for the given situation. We told them there should not need to be a brace command due to a normal landing speed and a proper down 3 green gear indication. We discussed and decided that changing to runway XYL was the best option because it was the longest runway. Given the current situation of the hydraulic system. We discussed that HYD system 2 indicated no pressure and NO fluid remaining. Leaving us with 50% brakes and no nose wheel steering we were confident we were unable to vacant runway XYL and called ahead to inform ATC to coordinate a tug. Upon coming to a complete stop. ARFF followed us onto the runway and met with us upon stopping. Captain made contact with ARFF. informed them of the current aircraft status and informed the passengers. ARFF asked if we could start the APU in order to shut down the engines while they did a detailed inspection. I was informed that there was fluid all over the gear and left side of the plane. They used a thermal camera to inform us that the brakes were up to 600 degrees and that they would grab chokes to keep us stopped in order to release the brakes to allow them to cool. They asked for the GEAR PINS and I handed them through my window. They insured that the gear pins were safely installed before we moved. Awhile later. Company tug was inroute with a tug and tow bar to get us off the runway. Once hooked up the tug moved us off the runway. ZZZ airport ops told tug driver to stop and broke the tow bar shear pin. Which required another tug and tow bar. Once at the gate we were met by airport police that asked if we needed any medical assistance. We did not. No injuries were reported. Passengers were very thankful and happy to be there as they departed. We talked to local maintenance when they got to the gate and they began looking at the airplane just after passengers deboarded. Captain informed me he submitted photographs. Suggestions: Mx has informed us that their initial diagnosis was the landing gear return hose was leaking."
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.