Narrative:

During takeoff, at approximately 100 KTS, we got a master caution warning light and aural chime. We continued the takeoff. After getting safely airborne and cleaned up, we saw a hydraulic system 1 fail message on the multifunction display unit. I (the captain) was flying at the time and I directed the first officer to handle the procedure while I flew the airplane and handled the radios. I declared an emergency with approach control and requested that the equipment be standing by. We used the alternate flap and gear extension. Due to this hydraulic loss, we were left without thrust reversers and nosewheel steering. Due to having no nosewheel steering, our flight manual recommends that we stop straight ahead on the runway, shut down the engines and be towed off. During the landing rollout, I cleared the runway at a high speed taxiway using very light differential braking at a very low speed. We stopped on the high speed taxiway, shut down the engines after maintenance pinned our gear, and were towed to the gate. Callback conversation with reporter revealed the following information: aircraft is a fokker 100 (FK10). Reporter states that aircraft was in maintenance during the night prior to the trip. The hydraulic system was the subject of the maintenance activity. After declaring the emergency, the captain called the 'a' flight attendant to the cockpit and briefed. Passenger were told that they were returning to land to resolve a hydraulic malfunction. After landing, the captain released the crash fire rescue equipment team through ground control frequency.

Related reports:

Google
 

Original NASA ASRS Text

Title: F-100 FLC EXPERIENCED HYD FAILURE DURING TKOF ROLL. FLC CONTINUED TKOF AND RETURN LAND. EMER DECLARED.

Narrative: DURING TKOF, AT APPROX 100 KTS, WE GOT A MASTER CAUTION WARNING LIGHT AND AURAL CHIME. WE CONTINUED THE TKOF. AFTER GETTING SAFELY AIRBORNE AND CLEANED UP, WE SAW A HYD SYS 1 FAIL MESSAGE ON THE MULTIFUNCTION DISPLAY UNIT. I (THE CAPT) WAS FLYING AT THE TIME AND I DIRECTED THE FO TO HANDLE THE PROC WHILE I FLEW THE AIRPLANE AND HANDLED THE RADIOS. I DECLARED AN EMER WITH APCH CTL AND REQUESTED THAT THE EQUIP BE STANDING BY. WE USED THE ALTERNATE FLAP AND GEAR EXTENSION. DUE TO THIS HYD LOSS, WE WERE LEFT WITHOUT THRUST REVERSERS AND NOSEWHEEL STEERING. DUE TO HAVING NO NOSEWHEEL STEERING, OUR FLT MANUAL RECOMMENDS THAT WE STOP STRAIGHT AHEAD ON THE RWY, SHUT DOWN THE ENGS AND BE TOWED OFF. DURING THE LNDG ROLLOUT, I CLRED THE RWY AT A HIGH SPD TXWY USING VERY LIGHT DIFFERENTIAL BRAKING AT A VERY LOW SPD. WE STOPPED ON THE HIGH SPD TXWY, SHUT DOWN THE ENGS AFTER MAINT PINNED OUR GEAR, AND WERE TOWED TO THE GATE. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: ACFT IS A FOKKER 100 (FK10). RPTR STATES THAT ACFT WAS IN MAINT DURING THE NIGHT PRIOR TO THE TRIP. THE HYD SYS WAS THE SUBJECT OF THE MAINT ACTIVITY. AFTER DECLARING THE EMER, THE CAPT CALLED THE 'A' FLT ATTENDANT TO THE COCKPIT AND BRIEFED. PAX WERE TOLD THAT THEY WERE RETURNING TO LAND TO RESOLVE A HYD MALFUNCTION. AFTER LNDG, THE CAPT RELEASED THE CFR TEAM THROUGH GND CTL FREQ.

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.