B757 FLT CREW RPTS L HYD SYS FAILURE AFTER GEAR AND FLAP EXTENSION. AFTER GAR; SAFE LNDG ENSUES.

Narrative

AT ABOUT 1000 FT ON SHORT FINAL INTO ZZZ; THE L HYD QUANTITY MESSAGE PRESENTED ON THE EICAS SCREEN AS THE FLAPS WERE MOVING INTO THE 30 DEG POS. SHORTLY THEREAFTER; WE GOT TRAILING EDGE FLAP DISAGREEMENT; RUDDER RATIO AND L HYD PRESSURE MESSAGES. THE FO AND MYSELF CONCURRED AND DECIDED THAT THE BEST COURSE OF ACTION WITH THIS SHORT NOTICE WOULD BE TO GO AROUND. I TOOK THE ACFT AND BEGAN A GAR AT ABOUT 700 FT AND CALLED FOR FLAPS 20 DEGS AND GEAR UP. DURING THIS TIME THE COPLT ANNOUNCED THAT WE WERE MAKING A MISSED APCH AND DECLARED AN EMER TO THE TWR. WE RECEIVED OUR HDG AND ALT CLRNCS AND THEN REALIZED THAT THE FLAPS WERE NOT COMING UP. I LOOKED AT THE AIRSPD INDICATOR AND SAW ABOUT 165 KTS. I IMMEDIATELY ROTATED UPWARD AND NOW SAW THAT THE PWR XFER UNIT WAS INDICATED ON THE STATUS PAGE INDICATING THAT WE DID NOT HAVE ENOUGH FLUID IN THE L SYS TO OPERATE TO PTU. I HAND FLEW THE ACFT TO SUBSEQUENT CLRNCS UNTIL THE DOWNWIND BECAUSE THE ACFT WAS ACTING UNSTABLE WITH BOTH FLAPS AT 30 DEGS AND GEAR DOWNWIND IN GUSTY CONDITIONS. ON DOWNWIND WE RAN THE CHKLISTS FOR TOTAL L QUANTITY FAILURE AND CALLED THE FLT ATTENDANTS AND MADE A PA TO PAX. WE SAW THAT THE ONLY REAL EFFECT FOR US WAS NO L REVERSER AND NO NOSEWHEEL STEERING. LUCKILY; THE FLAPS WERE ALREADY 30 DEGS AND GEAR WAS DOWN. WE LANDED UNEVENTFULLY AND ROLLED TO TXWY J WHERE THE CFR TRUCKS WERE WAITING. IT TOOK THEM ABOUT 25 MINS TO CHK OUT THE ACFT AND FOR THE TOW IN TO THE GATE ONCE IT WAS DETERMINED THERE WAS NO DANGER. I WOULD LIKE TO COMMENT ON THE PROFESSIONALISM OF FO AS TO ACCURATE HANDLING OF THE CHKLISTS AS WELL AS COMMUNICATING WITH ATC AND COORDINATING WITH CFR ONCE ON THE GND AS I WAS AT TIME BUSY HAND FLYING THE ACFT AROUND THE PATTERN AND LNDG IN 20 KT XWINDS.