AFTER A RETURN TO LAND FOR A COMPLETE HYD LOSS IN A JS41; THE CAPT HINTS AT THE POSSIBLE FAILURE OF THE CREW TO COMPLETE THE LOGBOOK WRITE UP WITH THE DETAILS OF THE HYD PROB AT STL; MO.

Narrative

UPON; LEVELING AT 9000 FT; WE NOTICED A HYD LOCK DOWN ON OUR CAPT PANEL. WE THEN SAW LOW PRESSURE HYD WARNINGS ON OUR CTR PANEL FOLLOWED BY A COMPLETE LOSS OF HYD RESERVOIR CONTENTS AND HYD PRESSURE. WE CONSULTED THE EMER CHKLISTS FOR THE SPECIFIC PROBS AND INFORMED ATC WE WOULD BE RETURNING TO STL FOR AN EMER LNDG. I REQUESTED RWY 30L AND ASKED THEM TO ROLL THE EMER EQUIP. I ALSO RELAYED THE NATURE OF THE PROB TO ATC AND TOLD THEM WE WERE WITHOUT STEERING AND WITHOUT MAIN BRAKES. MY FO AND I COMPLETED ALL APPROPRIATE CHKLISTS AND BRIEFED THE FLT ATTENDANT AND PAX ON THE EMER AND WHAT TO EXPECT. WE LANDED ON RWY 30L AND ROLLED TO A STOP USING REVERSE THRUST. ALL THE PAX AND CREW WERE FINE AND THERE WAS NO DAMAGE TO THE AIRPLANE. A BUS CAME OUT ON THE RWY AND PICKED US ALL UP; WHILE MAINT TOWED THE ACFT TO THE HANGER. WE LATER DISCOVERED THAT A MAIN HYD LINE WAS SEVERED RESULTING IN THE PROB. IN THE PROCESS OF DEPLANING AND SECURING THE PLANE WITH THE HELP OF MAINT; IT WAS UNCLR WHO WAS WRITING UP THE HYD FAILURES. EVEN THOUGH THIS EMER WAS UNEVENTFUL AND PROVED A SUCCESS; I THINK WE COULD ALL HAVE BENEFITED FROM A POST-EMER CHKLIST OF SOME SORT. A CHKLIST LIKE THIS WOULD HELP THE CREW AND MAINT COVER ALL THEIR BASES.