MD80 EXPERIENCES TOTAL HYD FAILURE. MAKES FLAPS UP LNDG AT ATL.

Narrative

SHORTLY AFTER LEVELING OFF AT CRUISE ALT OF FL310; WE NOTICED THE R HYD QUANTITY WAS SHOWING ONLY 1 QUART OF HYD FLUID AND THE AMBER HYD QUANTITY LOW LIGHT WAS ILLUMINATED. PRESSURE ON THE R SIDE WAS 3000 PSI. THE CAPT WAS FLYING THE AIRPLANE; SO I GOT OUT THE QRH AND IT DIRECTED US TO TURN OFF THE XFER PUMP AND THE AUX AND R ENG DRIVEN PUMP UNTIL WE NEEDED IT FOR APCH AND LNDG. AFTER WE TURNED THE PUMPS OFF; THE HYD QUANTITY ROSE TO 19 QUARTS AND EVENTUALLY SETTLED AT 13 QUARTS. AN FAA SAFETY INSPECTOR WAS ON OUR JUMPSEAT THIS PARTICULAR FLT. BECAUSE THE PRESSURE HAD BEEN NORMAL IN BOTH HYD SYS WITH THE PUMPS ON. AND OUR QUANTITY WAS NOW SHOWING NORMAL; CAPT; FAA INSPECTOR AND I AGREED THAT IT APPEARED TO BE A PROB WITH THE HYD QUANTITY GAUGE. AS WE APCHED ZZZ; WE TURNED THE R ENG; AUX; AND THE XFER PUMP ON DUE TO OUR PREVIOUS CONCLUSION. AFTER TURNING THE PUMPS ON; THE QUANTITY REMAINED NORMAL AND WE PROCEEDED TO SET THE FLAPS AT 15 DEGS. THE SLAT DISAGREEMENT LIGHT ILLUMINATED AND THE FLAPS ONLY EXTENDED 1-2 DEGS. BOTH HYD PRESSURES WENT TO ZERO IMMEDIATELY. BOTH 'HYD PRESSURE LOW' LIGHTS WERE ON THE OAP. THE CAPT DECLARED AN INFLT EMER AND I PROCEEDED WITH RUNNING THE 'LOSS OF BOTH HYD SYS/LNDG WITH NO HYD PRESSURE' CHKLIST. BECAUSE THE AIRPLANE WEIGHED APPROX 127000 LBS; OUR VREF SPD WAS 195 KTS. WE LANDED WITHOUT FLAPS/SLATS; SPOILERS; NOSEWHEEL STEERING; MANUAL RUDDER AND WERE FORCED TO USE MANUAL EXTENSION OF THE LNDG GEAR. BRAKES AND ENG REVERSE WERE ON ACCUMULATOR PRESSURE ONLY. WE LANDED ON RWY 9L (APPROX 12000 FT) AND CAME TO A COMPLETE STOP ON THE RWY. CABIN CREW HAD BEEN ADVISED TO PREPARE THE CABIN FOR AN EMER LNDG INFLT. ONCE WE STOPPED THE AIRPLANE; WE MADE A PA ANNOUNCEMENT ADVISING THE PAX TO REMAIN SEATED. WE PERFORMED THE PAX EVAC CHKLIST; BUT DECIDED NOT TO EVAC THE PAX BECAUSE THE FIREMEN ON THE SCENE ADVISED US THE AIRPLANE APPEARED TO BE IN A SAFE CONDITION. MAINT THEN HOOKED US UP TO A TUG AND TOWED US OFF THE RWY. WE OBSERVED NO INJURIES TO THE PAX AND CREW. BECAUSE WE WERE 'FORTUNATE' ENOUGH TO HAVE AN FAA INSPECTOR ON THIS PARTICULAR FLT; WE WERE ABLE TO USE HIS ABILITIES AS A PLT TO ASSIST US DURING A DIFFICULT SIT. HE WAS ABLE TO HELP US WITH MAKING CALLOUTS; WATCHING OUR ALT AND AIRSPD; NOTING THE HYD PRESSURES AND QUANTITY LEVELS. SUPPLEMENTAL INFO FROM ACN 617433: REVERSERS DEPLOYED AND BRAKING STOPPED ACFT ON RWY. BRAKES SET AND ACFT CONFIGURED FOR POSSIBLE EMER EVAC. SEVERAL PA'S WERE MADE TO KEEP PAX AND FLT ATTENDANTS INFORMED ON WHAT WAS HAPPENING. MAINT ARRIVED AND PINNED GEAR. A MECH CAME ON BOARD THROUGH THE L1 DOOR AND HAD US START APU AND THEN ENGS TO ASSIST TUG TO GET US OFF RWY. (HAVING BRAKES SET CAUSED THEM TO LOCK AND THE TUG COULD NOT BREAK US FREE.) BRAKE TEMP GREATER THAN 305 DEGS ON ALL BRAKES.