ERJ-170 flight crew reported hydraulic system failure on approach. Aircraft landed safely and was towed to the gate.
Synopsis
ERJ-170 flight crew reported hydraulic system failure on approach. Aircraft landed safely and was towed to the gate.
Narrative
On the approach into ZZZ about 2600 feet; I as pilot flying asked for gear down; within a few seconds we received a caution light with EICAS message Hyd 2 low Press. Since we were above the missed app alt I elected for a soft go around. We notified ATC and established vectors and altitude then began running the QRH procedure. It had us try the electric pump on sys2; but we still noted a message and zero pressure on the Multifunction Flight Display (MFD). This led us into the securing procedure and obtaining landing numbers from the QRH for system 2 loss of pressure. The landing roll was 5700 calculated and we had 10000 feet of runway to use; we notified Tower of the situation and told them of the loss of nosewheel steering and will need a tug assist on standby. Because it was expected to be a normal roll out we didn't feel the need to [request priority handling] however Tower [requested it] for us and wanted to roll trucks as a precaution because they weren't sure if we were going to be towed from the runway. We notified the flight attendants (FAs) of an otherwise normal landing roll to be expected. Everything from descent to landing and roll out went well; brake temps remained below amber and I was able to taxi clear of the runway where I stopped the aircraft and waited for a tug to hook up and tow us to the gate. I made several announcements once on the ground to the passengers about what to expect. The fire trucks did an inspection and noted hydraulic fluid leaking from the left main landing gear. They cleared the aircraft to be towed to the gate and we deplaned normally via the jet bridge. The Chief Pilot; Dispatch and Maintenance was notified and paperwork was completed by airport operations. Some additional items in our decision making process included the fact we performed a go around cleanup asking for positive rate gear up before we knew how bad the event was. This led to a landing gear disagree because the gear would not retract. We ran the hydraulic loss QRH first then once stabilized we ran the landing gear disagree QRH which told us to cycle the gear lever; given the situation we only placed the gear lever in the down position and once confirmed the gear was down and locked we elected not to try and cycle it further; we did not want to risk it and felt like the safest decision was to leave it alone the message cleared. With the gear down we burned a high rate of fuel; I also kept our burn rate in mind and made sure ATC did not vector us too far from the airport and turned us in early. We touched down with about 2900lbs of fuel. With everything going on I did not have the time to make a PA to the passengers in the air; this is was my big oversight and I definitely should have done so. Once we stopped I did continuously make PA announcements as to what was taking place.
Second reporter narrative
On approach into ZZZ; the Captain asked for gear down passing 2500 ft. The gear came down and locked with 3 green indications. Immediately after; a HYD 2 LO PRESS caution was annunciated. The caution was identified and cancelled and we made the decision to discontinue the approach and climb to 3000. The normal go around procedure was executed with the aircraft configured for flaps 2 and gear selected up. This triggered a GEAR DISAGREE warning which was identified and cancelled. The QRH for the hydraulic system was called for and carried out by First Officer (FO). The hyd 2 quantity was noted to be at 0 during the procedure. The LO PRESS persisted so we continued with the loss of system 2 QRH. We discussed the considerations and inoperative components; as well as our plan of action prior to notifying the flight attendants (FAs). Landing data was calculated based on the aircraft's current weight and the loss of hyd system 2 descent checklist was completed. The gear disagree QRH was then called for. We both agreed that cycling the gear to down back to up was not advisable since there was 0 pressure or fluid in system 2 and the gear was still indicating down and locked; so the gear lever per was simply selected back to the down position to agree with the EICAS indication and eliminate the gear disagreement. The decision was made to not [request priority handling] as the conditions and runway available was more than sufficient to allow for a safe approach and landing. While receiving vectors back to final for XXR; ATC asked about the nature of the problem. We explained that we had a loss of one of our hydraulic systems and would need to be towed into the gate after exiting the runway. ATC informed us that they would be [requesting priority handling] for us in the event that we could not vacate the runway and to have emergency vehicles standing by to inspect the aircraft upon landing. The aircraft was configured in accordance with the QRH and the loss of hyd system 2 landing checklist was completed. The approach and landing was carried out without issue and we vacated the runway before coming to a stop on the taxiway. Safety crews inspected the airplane before informing us that we were ok to be towed to the gate.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.