B757-200 flight crew experiences a left hydraulic system low quantity EICAS message at FL370 and elects to continue to destination after turning of the left hydraulic system pumps. The pumps are turned on for landing allowing normal flap and gear extension. Aircraft is towed to the gate after landing due to continued fluid loss.
Synopsis
B757-200 flight crew experiences a left hydraulic system low quantity EICAS message at FL370 and elects to continue to destination after turning of the left hydraulic system pumps. The pumps are turned on for landing allowing normal flap and gear extension. Aircraft is towed to the gate after landing due to continued fluid loss.
Narrative
During flight an EICAS L HYD QTY came on with the associated lights on the overhead; and the status page showed RF 0.43. The First Officer was in the restroom. When he came back in we ran the L HYD QTY checklist. After that we had 2 new messages; L HYD PRESSURE and the RUDDER RATIO EICAS and associated overhead lights. We contacted Dispatch and Maintenance. We decided because we only had a single failure to continue; but declare an emergency and have the equipment standing by as a precaution. We advised the Purser of the cabin advisory and asked him if he had any questions or concerns. We looked up the landing data and due to the 15 KT crosswind on the runway in use (max allowable because of rudder ration light) elected to land with a direct headwind on a different runway. We configured methodically and slowly and landed without incident. The left hydraulic quantity indicated 0.17 to 0.25; the standpipe amount. Made a PA to the passengers. Dispatcher was great; professional; and helpful. ATC was great as well. We taxied into the pad and shutdown the engines; I turned off all the hydraulic pumps on the left side and left the flaps at 30 because I did not want to burn up the pump or create any other damage. We were towed to the gate.
Second reporter narrative
The L HYD QTY EICAS message displayed along with the left hydraulic RSVR light illuminated. We checked the status page and it showed a left hydraulic quantity of .47 RF but holding steady. I ran the HYD QTY checklist and we secured the left engine driven hydraulic pump and the left electrical hydraulic pump. We then reviewed the HYD SYS PRESS irregular procedure and the affected subsystems. Since the leak had stopped the decision was made to continue to destination and declare an emergency in closer. We reviewed the flap alternate procedure and the gear alternate extension procedure and had both checklists available for quick reference in case they were needed during the approach. We had an associated rudder ratio EICAS message that we reviewed and notified Dispatch that we would require a runway into the wind due to the 15 KT crosswind limit. We also informed Dispatch to have CFR trucks available upon landing and a tow tractor prepositioned in the pad to tow us to the gate once we landed. The weather was VFR and we could see the Runway 20 miles out on final. We had a normal flap and landing gear extension and normal approach. The landing was somewhat firm as the pilot flying later stated that there was almost no elevator control in the flare. We cleared the runway and brought the aircraft to a stop in the pad. The pilot flying set the parking brake and we secured both engines with the APU running. The fire fighting crews reported fluid pooling under the left side of the airplane but no need to spray or foam. The tow tractor hooked up and towed us to the gate.
More incidents for this aircraft family →
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.