Air carrier pilots reported a hydraulic failure and a decision to divert.
Synopsis
Air carrier pilots reported a hydraulic failure and a decision to divert.
Narrative
Climbing through FL180; I had engaged CMD B as the PF. Very shortly after; a Hydraulics Master Caution illuminated; which we diagnosed as 2 'Low Pressure' lights (Both on system B) being the cause. I pulled up the SYS page on the MFD (Multi-function Flight Display); and saw both our hydraulic quantity and pressure in System B dropping rapidly. Almost immediately; the autopilot kicked off and the CA gave me the radios as well; as he began to troubleshoot the issue; which we both agreed was a complete Loss of System B. CA ran the appropriate QRH down to the deffered items; and subsequently we [advised ATC] with our intentions being a diversion to ZZZ. I had engaged CMD A at this point; knowing from the QRH it was available. We had also discussed getting dispatch and Maintenance Control in the loop to ensure we were covering all our bases. After executing the 'Call Me' function; we got patched through to Maintenance Control; and they; along with us and dispatch; agreed ZZZ was the best option for our divert. While I coordinated this with ATC; CA informed the FA's and gave them a briefing; informed the pax; and ensured the entirety of the QRH was complete except for the deferred items. We had a discussion that; once getting vectored onto the approach; he would take control of the aircraft and I would be PM. We spoke through the alternate flap extension procedure; what differences would be upon touchdown; and the big picture plan as a whole. I communicated with ATC that we would need a 20-25 mile final; to give us enough time to comfortably execute the alternate flap extension procedure. CA set up and briefed the approach while I still had the aircraft; and once I told ATC we were ready to commence the approach; CA took control of the aircraft and almost immediately we began executing the alternate flap extension procedure. We were fully configured (Gear down; flaps 15) by about a 10-12 mile final. ATC cleared us to land; and had mentioned that crash/fire/rescue was standing by (Previously coordinated). The landing and subsequent rollout was uneventful; CFR (Crash Fire Rescue) stated that there was smoke coming from our right gear well; which they deemed was burnt hydraulic fluid. After getting the 'OK' from CFR; we continued taxiing to the gate. ZZZ Chief Pilot met us in the flight deck; and had also mentioned that they saw smoke coming from the aircraft as well.
Second reporter narrative
Climbing out of 18K the FO engaged the autopilot. A few seconds later we got an amber light for flight Control. We noticed a hydraulic pump low pressure light. I pulled up that check list then the auto pilot disengaged. The FO was now hand flying. I told the FO to take the radios as well. I pulled up the system indication for the hydraulics and noticed 0 QTY and 60 pressure indication on the B system. I [advised ATC] and told them I would call back with intentions. I went to the Loss of System B (NG) checklist. I ran the checklist all the way to the deferred items. The FO engaged autopilot A. At that point I requested that dispatch call me. We waited for several minutes for a response. The FO and I had discussed ZZZ as our alternate but I wanted to confer with dispatch. We got a frequency and spoke with dispatch and maintenance. They both agreed to divert to ZZZ. I informed ATC. We told them number of passengers and fuel on board. At some point we also asked fire and rescue to be standing by. ATC began vectors and gave us a descent. I then called the purser with a briefing. I told her that we had a hydraulic failure and that we were diverting to ZZZ. I told her there would be no evacuation but there would be fire and rescue trucks to check the plane after we landed. I told her we would be on the ground in twenty minutes. I then spoke to the passengers and told them that we had an indication in the flight deck that required a divert. I told them we would be diverting to ZZZ and that the company would make arrangements to get them on another flight to ZZZ1. I also told them that there would be fire and rescue to inspect the aircraft after landing just as a precaution. We requested ATC set the aircraft for a long final to give us time to configure. I took the aircraft and called the FO to continue the checklist after the deferred items. We configured to flaps 15 and a reference speed of 163. We shot the ILS XXL. Visual conditions. After we landed we exited and taxied down taxiway 1 short of 2 to have fire and rescue inspect the aircraft. We got a frequency for fire and rescue. They said they noticed a little smoke from the wheel well. They checked the temps and said it was a little hot but we should be good to taxi back. We requested taxi back to the gate from tower. I wrote up the Loss of system B and the overweight landing. We landed around 148;000 pounds. We conferred with maintenance and the Chief Pilot.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.