B757 flight crew reported hydraulic system malfunction during cruise. Flight crew performed a diversion and due to loss of nosewheel steering was towed off runway.
Synopsis
B757 flight crew reported hydraulic system malfunction during cruise. Flight crew performed a diversion and due to loss of nosewheel steering was towed off runway.
Narrative
In cruise departing ZZZ enroute to ZZZ1; we had just passed the ADIZ and had been switched to ZZZ Oceanic Control and CPDLC. ECAS; L HYD QTY was observed and QRH was referenced. Quantity was approx .40 in left system. Per the manual L engine and elec hyd pumps were selected off. Dispatch and Maintenance Control were contacted on SATCOM and decision was made to divert to ZZZ2. [Priority handling was requested] and Diversion was coordinated with ZZZ on CPDLC. We were headed away from ZZZ2 and coordination took approx 150 miles working through both CPDLC and HF prior to getting route clearance; ultimately causing an extra 45 min of flight time. Flight Attendant (FA) and passengers were briefed of the diversion and briefing data. HYD L Low Press checklist was accomplished and quantity continued to decline. Approaching ZZZ2 quantity was at .20 and after gear extension it fell to 0. The quantity returned slightly during flaps extension and was at about .15 at touchdown. Gear and flaps were extended and Overweight Emergency landing was accomplished on Runway XXR at ZZZ2. Requesting the longer runway resulted in vectors to a RNAV final. Flaps 20 landing was required with 154 knot REF. Aircraft came to a stop on high speed turnoff clear of the runway and was inspected by crash/fire and then engines were shut down. Due to decreasing HYD quantity tow had been requested through Dispatch at time of diversion and again through Tower. Nose wheel steering is on L HYD System. After shutdown it took almost 20 min for tug to come to runway. We were told they weren't cleared to drive to runway till fire department inspected us. After arriving at plane; Maint opened engine cowl to look for damage; then we were held in place while HAZMAT cleaned HYD fluid that ran out of engine cowls and pooled under us. From touchdown to gate arrival was 45min. Inspection of L engine revealed a broken HP HYD line. This explains loss of quantity even after. Pump shutdown. Chief Pilot was debriefed by phone. No injuries or additional aircraft damage occurred during diversion.
Second reporter narrative
ZZZ to ZZZ1. Approximately 45 mins after takeoff and past ZZZZZ waypoint; we received a L HYD QTY EICAS message. The quantity showed 0.46; and it was continuing to decrease rapidly. The QRH directed us to turn off associated hyd pumps. The left engine and electric hydraulic pumps were selected off. This stopped to loss of hydraulic fluid at 0.26. The Captain coordinated with Maintenance Control; Dispatch; and ATC. [Request for priority handling] was made. We made the decision to divert to ZZZ2. Flight Attendants and passengers were briefed by the Captain. Upon receiving our clearance to ZZZ2 through CPDLC; a load prompt was offered. This was selected however no waypoints were loaded. Only the destination airport of ZZZ2 was loaded. This created some confusion on what our clearance exactly was. We asked for clarification through CPDLC and over HF; and it took over 15 minutes to get a response. Descend FL340; left turn; direct ZZZ2. The QRH deferred section says on approach; select the hydraulic pumps back on in order to configure for landing. Both the Captain and myself were confident we would lose all fluid if the pumps were turned back on. At this point the quantity had continued to decrease; and it was now at 0.22. We also had a L HYD SYS PRESS EICAS message. We complied with this QRH which lists the equipment lost; and directs a flaps 20 landing with alternate flap and gear instructions if the Power Transfer Unit (PTU) fails. We elected to land on the longest runway offered which was XXR; and we asked for a tow to the gate because the QRH lists Nose Wheel Steering as Inop. Approximately 15 minutes prior to landing we began to configure; at this point the hydraulic quantity was at 0.15. We configured normally to flaps 20 gear down; and an overweight landing was made at 210;000 lbs. Maintenance and Airport Rescue and Firefighting (ARFF) inspected the airplane noting a large amount of hydraulic fluid on the left engine cowl; and 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.