Narrative:

Just after rotation the left hydraulic quantity low EICAS message along with other related caution messages. The captain immediately informed tower that we would be returning to ZZZ before we were handed over to departure control. I continued flying the aircraft and assumed ATC communication while the captain went into the QRH checklist as related to the quantity issue. While being vectored south east of ZZZ at 10;000 feet I continued my pilot flying duties; ATC comm and setting up for a return to xxl. The captain talked with dispatch on comm 2 and then communicated to the lead flight attendant (flight attendant) our situation. After advising the cabin crew the captain made a PA announcement informing the passengers of our situation. After the captain returned we discussed the visual approach and the differences it would be from a normal approach except flaps 20; higher approach speeds; overweight landing considerations; lack of nosewheel steering upon landing and only right thrust reverser. After an uneventful landing we remained on the runway. During the rollout the captain took control of the aircraft and I made a PA 'remain seated; remain seated.' we then shutdown both engines. We remained there while our brakes cooled after one of the monitors recorded a 6 reading on the left side. We were able to get the nose wheel chalked so we could release the brakes to aid in cooling. Also brake fans were brought out to the aircraft to help in that regard. During this time the captain made periodic PA announcements to keep the passengers informed on what was going on. After about 25 minutes we dropped our gear pins down to ground personnel who pinned all 3 landing gear then towed us back to the gate.

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Original NASA ASRS Text

Title: B757 flight crew reported returning to departure airport after experiencing loss of the left hydraulic system.

Narrative: Just after rotation the left hydraulic quantity low EICAS message along with other related caution messages. The Captain immediately informed tower that we would be returning to ZZZ before we were handed over to departure control. I continued flying the aircraft and assumed ATC communication while the Captain went into the QRH checklist as related to the quantity issue. While being vectored south east of ZZZ at 10;000 feet I continued my pilot flying duties; ATC comm and setting up for a return to XXL. The Captain talked with dispatch on comm 2 and then communicated to the lead FA (Flight Attendant) our situation. After advising the cabin crew the Captain made a PA announcement informing the passengers of our situation. After the Captain returned we discussed the visual approach and the differences it would be from a normal approach except Flaps 20; higher approach speeds; overweight landing considerations; lack of nosewheel steering upon landing and only right thrust reverser. After an uneventful landing we remained on the runway. During the rollout the Captain took control of the aircraft and I made a PA 'remain seated; remain seated.' We then shutdown both engines. We remained there while our brakes cooled after one of the monitors recorded a 6 reading on the left side. We were able to get the nose wheel chalked so we could release the brakes to aid in cooling. Also brake fans were brought out to the aircraft to help in that regard. During this time the Captain made periodic PA announcements to keep the passengers informed on what was going on. After about 25 minutes we dropped our gear pins down to ground personnel who pinned all 3 landing gear then towed us back to the gate.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.