B757 flight crew reported a loss of hydraulic pressure indications and returned to departure airport.
Synopsis
B757 flight crew reported a loss of hydraulic pressure indications and returned to departure airport.
Narrative
Prior to departure at the gate; we had 3 Mx issues reported and resolved. One of the issues required and engine run that we coordinated with Mx; Maintenance and ramp. The issue was resolved and we continued the departure. Prior to push we had SYS 3 HYD High press status. MX resolved that then HYD SYS 2 High Press status popped up and was also resolved by MX and signed off with a new maintenance release. Normal departure and climb. Climbing through FL320 L HYD QTY Caution EICAS msg. Captain transferred control of AC to me at that time the yoke showed displacement to the left and a brief roll and yaw was commanded. I then engaged the R autopilot and trimmed the rudder into coordination. At this time the HYD QTY and HYD Press was indicating 0 with a RSVR status msg. We [Advised ATC] and the captain continued the non-normal checklist as we turned back for a return to ZZZ. After coordinating with ATC; dispatch and Maintenance for the air return during the descent while still running the non-normal the HYD SYS QTY indicated full and the HYD PRESS showed about 1000 lbs even though the non-normal checklist had driven us to turn associated system pumps off. We executed the nonstandard flaps 20 overweight landing ILS to Runway XXL uneventfully. With an overweight landing we knew to expect hot brakes so the captain had me run the hot brake non normal checklist. The crews inspected the AC and we determined with Maintenance that a tow to the gate was prudent.
Second reporter narrative
This flight started off with three maintenance issues in succession before departure and an engine run at the gate. The first item was the L Bus Tie ISLN light illuminated. While maintenance was resolving that issue; we observed a high pressure note for the right hyd system. While resolving the right hyd high issue; the center system also began indicating high. We did an engine run and maintenance signed off both issues. While climbing through FL320; we observed the L HYD QTY EICAS message. We were leveling off so I leveled off and handed the aircraft to the FO so I could run the checklists. Handing control to the FO the yoke made an uncommand turn to the left and we felt the aircraft yaw briefly. The FO took over flying duties and I [Advised ATC] and I started the checklist. We both observed 0 on the left hyd qty and press status page indicators and RSVR light. I ran the L HYD QTY and L SYS pressure non normal checklists. While doing this I asked the FO to ask for a turn back to ZZZ. We also had the following EICAS messages: rudder ratio; GPWS sys; and spoiler. During the descent; we noticed the hyd press and qty indications creeping up significantly even though the L HYD pumps were off. Once established on a course to ZZZ; we commenced a slow descent and headed to a holding point over the plains. During this period of low work load I spoke with the flight attendants; passengers; dispatch (also asked if he could get us some landing data); and Maintenance. Dispatch and Maintenance concurred with a return to ZZZ. We took our time configuring the airplane and did it early in case we had to do alternate extensions of the flight controls and gear. Once configured; we commenced the ILS XXL for a flaps 20 overweight landing. The FO landed very softly. We cleared the runway and stopped. I knew we would have hot brakes so I asked the FO to get that checklist out. Airport ops inspected the aircraft. We waited for the brakes to cool and moved the aircraft at the request of airport ops. We then stopped at a point where maintenance directed us because they wanted to tow us in. We were towed to the gate.Once configured; we commenced the ILS XXL for a flaps 20 overweight landing. The FO landed very softly. We cleared the runway and stopped. I knew we would have hot brakes so I asked the FO to get that checklist out. Airport ops inspected the aircraft. We waited for the brakes to cool and moved the aircraft at the request of airport ops. We then stopped at a point where maintenance directed us because they wanted to tow us in. We were towed to the gate.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.