ERJ-170 crew reported a loss of hydraulic pressure when extending landing gear during approach. Crew diverted to an airport with a longer runway and experienced a TCAS TA during the diversion.
Synopsis
ERJ-170 crew reported a loss of hydraulic pressure when extending landing gear during approach. Crew diverted to an airport with a longer runway and experienced a TCAS TA during the diversion.
Narrative
Working Flight ZZZ1-ZZZ; we [requested priority handling] and diverted to ZZZ2. We started the descend on the ZZZZZ to ZZZ and got cleared for the ILS XX into ZZZ2. After being configured to land and running the landing checklist; we got the Hydraulic System 2 low pressure EICAS message. At this point we were at around 1500AGL and execute a soft go-around. At this point we flew runway heading and started picking up speed and cleaning up the airplane. When we tried to raise the gear we got the landing gear level disagreement EICAS message. This is when we noticed that the landing gear was not coming up because we had lost most of the fluid and it was quickly leaking out the system. After retracting the flaps and speeding up to a safe speed we ran the QRH procedure. At this point we realized that we needed at least 6;500 feet of runway and ZZZ only had around 6;000 feet. We made the decision to divert to ZZZ2 and asked for vectors closer to ZZZ2. While also being vectored we got a TA; we briefed his location and our plan of escape (which it was to climb) as the traffic got closer we got an RA. The command was to maintain altitude" which we did; but our vertical separation might had been broken. While we were setting up for ZZZ2; we noticed our fuel was getting very low. At this point we [requested priority handling] and asked ATC to start bringing us in for the approach into [Runway] XYR. We performed the loss of hydraulic system 2 Decent checklist and started getting vectors for the approach. When we got cleared for the approach; I pressed the approach button but LOC/GS wasn't arming; instead back course (BC) was arming. At this point we needed to come down; so I turned off the autopilot and started hand flying the approach visually and following the PAPIs. Because of the time I spend trying to get the LOC/GP to arm; we were high and fast. I then realized that it wasn't arming because I still had the course for the previous ILS into ZZZ not the ILS in ZZZ2 even though it was hard tuned to ZZZ2. I decided to continue the approach visually because of the fuel situation. The First Officer side was showing the pink preview and the First Officer was giving me guidance. Due to not being able to bring the landing gear up we were burning a lot more fuel than normal. Once we ran the loss of hydraulic system 2 landing checklist; we realized that I never called for flaps full after we had brief a flaps full landing and had computed the flaps full landing speeds into the FMS. At this point we were around 500 feet; instead of going around again I decided to ask for flaps full at this time. I found this to be safer option due to fuel situation and just the whole complexity of the situation at this point. I found that setting the flaps at this altitude was safer than going back in the air with such a low quantity of fuel. Once we touched down it was a normal rollout; we exited the runway and taxi to our gate under our own power. Slowing down even though we slowed down a lot during our first issue once the fuel low quantity came into place I think that added a bigger sense of urgency in our heads."
Second reporter narrative
On approach and cleared for ils XX into ZZZ as I configured the aircraft for landing it was my leg; we got a hydraulic system 2 low pressure. we were about 1400-1500ft agl we did a go around and were instructed to fly runway heading and we cleaned up aircraft and accelerated upon raising gear we got a landing gear lever disagreement. We realized the gear won't be coming up and flew with the gear down. Once at a safe speed and altitude we ran checklist per the qrh. After getting speeds for flaps full landing we realized we needed to divert to an airport with a longer runway and chose ZZZ2. We requested vectors while we ran checks and were ready to come in. Flying with the gear down fuel was consuming quite fast. We did the hyd sys 2 descent checklist. We requested vectors for long landing into ZZZ2 and to be vectored around until we were ready to start the approach. We did this as efficient as possible due to the fuel decreasing. We agreed to have Captain landing we switched to his side and I requested to be turned in for approach . My preview was up for ZZZ2 but Captain wasn't locking in to the localizer at the time we needed to configure slow and descend without the Captain trying to solve the issue of why wasn't locking in into the LOC. I was giving guidance off my side . We had runway inside so we did the visual XYr. I was monitoring and doing radios since a go around with our fuel situation would have been ideal. The did the hyd sys 2 landing checklist which called for flap full we were only configured to 5 and we were around 600-500 ft. We caught it on the checklist and did a flaps full landing. We did have numbers for flaps full in of the qrh. We landed on the visual XYr an uneventful rollout and taxied off the runway and to our gate under our own power.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.