H25B SUFFERS TOTAL HYDRAULIC FAILURE DUE TO RUPTURED LINE.

Narrative

I WAS CAPT ON A HAWKER 800XP DURING A FLT FROM ZZZ1 TO ZZZ2. AFTER TKOF THE LNDG GEAR AND FLAPS WERE RETRACTED AND INDICATED IN THE UP POS. SHORTLY THEREAFTER THE #1 AND #2 HYD PUMP LOW PRESSURE LIGHTS ILLUMINATED ON THE MASTER CAUTION PANEL. I INSTRUCTED THE FO; WHO WAS IN THE L SEAT; TO FLY THE ACFT AND HANDLE RADIOS WHILE I REVIEWED THE CHKLIST AND FAMILIARIZED MYSELF WITH THE DUAL HYD SYS FAILURE PROCS. AFTER LEVELING AT 14000 FT; I ASKED HIM TO REQUEST A DSCNT TO 10000 FT AND 200 KTS AND TO INFORM THE CTR THAT WE NEEDED SOME TIME TO RUN SOME CHKLISTS AND THAT MIGHT HAVE A LNDG GEAR PROB. I WENT TO THE CABIN OF THE ACFT TO BRIEF OUR PAX ABOUT WHAT WE WERE DOING AND TO REVIEW THE EMER EXIT PROCS. WHILE I WAS IN THE BACK I LOOKED OUT OF THE WINDOWS TO DETERMINE IF ANY HYD FLUID WAS ON THE ACFT AND COULD NOT SEE ANY. WE THEN MANUALLY LOWERED THE GEAR FOLLOWING THE STEPS DESCRIBED IN THE CHKLIST. AFTER THE GEAR WAS EXTENDED THE #2 COM RADIO STOPPED WORKING. BECAUSE THE ANTENNA FOR THE #2 COM IS LOCATED ON THE BOTTOM OF THE ACFT BTWN THE LNDG GEAR; WE SUSPECTED THAT THE ANTENNA MAY HAVE BEEN DAMAGED BY THE REMAINS OF A BLOWN TIRE. WE DISCUSSED THE POSSIBILITY THAT A BLOWN TIRE AND A PIECE OF RUBBER COULD ALSO HAVE RUPTURED A HYD LINE. I ASKED MY FO IF HE HAD NOTICED ANY ABNORMALITIES ON TKOF. HE SAID THAT HE FELT A THUMP AND A YAW. AT THIS TIME WE DECLARED AN EMER BECAUSE THE BLOWN TIRES; ALONG WITH STEERING AND POSSIBLE BRAKE LOSS (DUE TO HYD FAILURE) COULD PRESENT SERIOUS DIRECTIONAL CTL AND BRAKING PROBS UPON LNDG. BECAUSE I HAVE HAD EXPERIENCE LNDG WITH BLOWN TIRES; I EXCHANGED SEATS WITH MY FO IN ORDER TO HAVE ACCESS TO THE NOSEWHEEL STEERING CTL WHICH IS ONLY ON THE L SIDE. AFTER COMPLETING ALL THE CHKLIST ITEMS WE WERE LESS THAN 50 MI FROM ZZZ2. BECAUSE ZZZ2 HAS A LONGER RWY; WE OPTED TO LAND THERE. AS WE WERE CLRED TO LAND I HAD MY FO TRY #2 COM AGAIN AND IT WORKED. I THOUGHT WE MIGHT NOT HAVE A FLAT TIRE AFTER ALL. WHEN THE ACFT TOUCHED DOWN IT FELT LIKE EVERYTHING WAS NORMAL. AS WE SLOWED I STARTED TO APPLY LIGHT BRAKING AND THE ACFT STARTED DRIFTING TO THE L. THE R BRAKE WAS INEFFECTIVE. I THEN APPLIED FULL R RUDDER; R BRAKE; AND FULL R THRUST REVERSER. I STOWED THE L THRUST REVERSER AND ADDED DIFFERENTIAL PWR TO THE L ENG IN ORDER TO KEEP THE ACFT UNDER CTL AND PREVENT VEERING OFF THE RWY. THE NOSEWHEEL STEERING WAS INEFFECTIVE AND LOCKED DUE TO THE HYD PROB. I WAS ABLE TO DIRECT THE ACFT TO THE R BY USING A COMBINATION OF THE TECHNIQUES DESCRIBED ABOVE. THE TWR REQUESTED THAT WE EXIT AT THE HIGH-SPD TXWY IF POSSIBLE. WE CLRED THE RWY AND STOPPED ON THE ASSIGNED TXWY. WE EXITED THE ACFT AND SAW THAT WE DID NOT HAVE A BLOWN TIRE BUT NOTICED A STREAM OF HYD FLUID ON THE GND. THE FLUID WAS ALSO ON THE R SIDE OF THE ACFT; IN THE R GEAR WELL AND THE R FLAP. WE THINK THAT'S WHY WE HAD NO BRAKES ON THE R LACK OF FLUID IN THE HYD LINES. AS YOU LOWER THE LNDG GEAR MANUALLY THE GEAR DOORS STAY EXTENDED. THE #2 COM ANTENNA IS LOCATED BTWN THE GEAR DOORS WHICH ARE USUALLY RETRACTED AFTER LOWERING THE GEAR. THE GEAR DOORS REMAIN DOWN DURING AN EMER GEAR EXTENSION SO IT'S POSSIBLE THAT THE (UNRETRACTED) GEAR DOORS SHIELDED THE RADIO XMISSIONS. THE RADIO WORKED FINE AFTER LNDG. WE INSTALLED THE GEAR SAFETY PINS AND HAD THE ACFT TOWED TO THE HANGAR FOR MAINT. AFTER INSPECTION MAINT FOUND A HYD LINE HAD RUPTURED IN THE R GEAR WELL.