Narrative:

After level off, FL260, from badger VOR on nickl 1 arrival to msp aircraft yawed. All crew members (captain, first officer, flight engineer) looked for engine failure. Several seconds later the aileron and rudder manual reversion lights came on. Hydraulic quantity decreased to 5.3 gallon level and pressure went to 0. Loss of hydraulic quantity and pressure checklist was performed and minneapolis center was notified. The controller was very concerned about our failure until we explained the differences between a heavy transport and a widebody transport hydraulic system. Center then cleared us direct to msp with priority handling. After descent to 10000 ft msp approach was contacted and further discussions of our problem were held with crash fire rescue equipment equipment requested. A frequency change occurred and we were radar vectored to a right downwind for runway 11R with the requested 12 mi final. The landing portion of the loss of hydraulic checklist was completed without any effect. Handoff to the tower occurred inside the marker on about a 4 mi final. Flaps were less than 10 degree and the slot light was on. Initial contact with msp tower included a description of the emergency with an 'approach speed 180 KTS'. The rising sun and haze limited visibility to 3 or 4 mi. The tower cleared us to land on runway 11R and the captain stated, '1 aircraft on liftoff. Clear to land'. On short final, less than 500 AGL, we all saw an aircraft in position and hold (very hard to see because of the aircraft color, mixed with the rubber marks and white paint on the runway). Everything just blended together. Tower was questioned and the airplane was cleared for takeoff. The jet (maybe an medium large transport) lifted off when we were less than 100 ft AGL. In our flare to land, 20 ft AGL, we experienced roll control problems due to vortices caused by the departing airplane. Wind was right down the runway, 120 degree at 6 KTS. The tower controller exercised very poor judgement and was in error which almost caused a serious situation to become an uncontrollable situation. After we passed over the approach end of the runway tower cleared a widebody transport in position and hold. As we touched down the controller asked if we would be able to clear the runway for a departure. We were too busy to answer. A heavy transport at almost a 25000000 pounds at 180 KTS is a little hard to stop. We were all engrossed in doing our primary job of stopping the airplane. Has anybody thought of replacing the white paint on a runway with the hot green or hot pink color that tennis balls are painted. It would make runway identify much easier in mins approachs and would contrast with aircraft paint schemes that blend with white markings.

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Original NASA ASRS Text

Title: PRIORITY HANDLED HVT IS NOT GIVEN ANY FURTHER SAFETY CONSIDERATIONS WHILE ON FINAL APCH DURING A LOSS OF HYD FLUID EMER LNDG. ALMOST LOST LNDG SEPARATION BTWN LNDG DEP TFC. POOR TIMING FOR TWR CTLR TO ISSUE TURN OFF INSTRUCTIONS DURING LNDG PROC ROLLOUT.

Narrative: AFTER LEVEL OFF, FL260, FROM BADGER VOR ON NICKL 1 ARR TO MSP ACFT YAWED. ALL CREW MEMBERS (CAPT, FO, FE) LOOKED FOR ENG FAILURE. SEVERAL SECONDS LATER THE AILERON AND RUDDER MANUAL REVERSION LIGHTS CAME ON. HYD QUANTITY DECREASED TO 5.3 GALLON LEVEL AND PRESSURE WENT TO 0. LOSS OF HYD QUANTITY AND PRESSURE CHKLIST WAS PERFORMED AND MINNEAPOLIS CENTER WAS NOTIFIED. THE CTLR WAS VERY CONCERNED ABOUT OUR FAILURE UNTIL WE EXPLAINED THE DIFFERENCES BTWN A HVT AND A WDB HYD SYS. CENTER THEN CLRED US DIRECT TO MSP WITH PRIORITY HANDLING. AFTER DSCNT TO 10000 FT MSP APCH WAS CONTACTED AND FURTHER DISCUSSIONS OF OUR PROBLEM WERE HELD WITH CFR EQUIP REQUESTED. A FREQ CHANGE OCCURRED AND WE WERE RADAR VECTORED TO A R DOWNWIND FOR RWY 11R WITH THE REQUESTED 12 MI FINAL. THE LNDG PORTION OF THE LOSS OF HYD CHKLIST WAS COMPLETED WITHOUT ANY EFFECT. HDOF TO THE TWR OCCURRED INSIDE THE MARKER ON ABOUT A 4 MI FINAL. FLAPS WERE LESS THAN 10 DEG AND THE SLOT LIGHT WAS ON. INITIAL CONTACT WITH MSP TWR INCLUDED A DESCRIPTION OF THE EMER WITH AN 'APCH SPD 180 KTS'. THE RISING SUN AND HAZE LIMITED VISIBILITY TO 3 OR 4 MI. THE TWR CLRED US TO LAND ON RWY 11R AND THE CAPT STATED, '1 ACFT ON LIFTOFF. CLR TO LAND'. ON SHORT FINAL, LESS THAN 500 AGL, WE ALL SAW AN ACFT IN POS AND HOLD (VERY HARD TO SEE BECAUSE OF THE ACFT COLOR, MIXED WITH THE RUBBER MARKS AND WHITE PAINT ON THE RWY). EVERYTHING JUST BLENDED TOGETHER. TWR WAS QUESTIONED AND THE AIRPLANE WAS CLRED FOR TKOF. THE JET (MAYBE AN MLG) LIFTED OFF WHEN WE WERE LESS THAN 100 FT AGL. IN OUR FLARE TO LAND, 20 FT AGL, WE EXPERIENCED ROLL CTL PROBLEMS DUE TO VORTICES CAUSED BY THE DEPARTING AIRPLANE. WIND WAS RIGHT DOWN THE RWY, 120 DEG AT 6 KTS. THE TWR CTLR EXERCISED VERY POOR JUDGEMENT AND WAS IN ERROR WHICH ALMOST CAUSED A SERIOUS SITUATION TO BECOME AN UNCTLABLE SITUATION. AFTER WE PASSED OVER THE APCH END OF THE RWY TWR CLRED A WDB IN POS AND HOLD. AS WE TOUCHED DOWN THE CTLR ASKED IF WE WOULD BE ABLE TO CLR THE RWY FOR A DEP. WE WERE TOO BUSY TO ANSWER. A HVT AT ALMOST A 25000000 POUNDS AT 180 KTS IS A LITTLE HARD TO STOP. WE WERE ALL ENGROSSED IN DOING OUR PRIMARY JOB OF STOPPING THE AIRPLANE. HAS ANYBODY THOUGHT OF REPLACING THE WHITE PAINT ON A RWY WITH THE HOT GREEN OR HOT PINK COLOR THAT TENNIS BALLS ARE PAINTED. IT WOULD MAKE RWY IDENT MUCH EASIER IN MINS APCHS AND WOULD CONTRAST WITH ACFT PAINT SCHEMES THAT BLEND WITH WHITE MARKINGS.

Data retrieved from NASA's ASRS site as of July 2007 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.