Narrative:

Lost all hydraulic pressure on climb out. No loss of quantity. Aileron manual reversion light illuminated. Landing phase with aircraft on stabilized approach at 50 ft, reduced power experienced adverse roll and yaw to left. On landing roll #1 engine fire warning light illuminated, no bell sounded. Completed engine fire separation or severe damage checklist. Discharged fire agent. On postflt check discovered #1 engine cowling damage. Callback conversation with reporter revealed the following information: reporter stated that on the postflt inspection, the ground crew did add about 6 quarts of hydraulic fluid. The main cause of the pressure lost was cited as air in the lines. The aircraft, just the day before, had lost all of its hydraulic fluid and the lines around or associated with #3 engine had been changed, the fluid added and the lines bled. Perhaps the bleeding was not done in an effective manner by the airline personnel at gdl. The damage to the #1 engine cowling in the second episode was cosmetic with the oil cooler door being replaced. The PIC said that it is typical of the DC8 to perform a bit of a dutch roll when loss of hydraulic pressure is experienced. It has to do with the rudder/yaw damper actuator. There was also an asymmetrical engine power condition, with #1 and #2 engines not spooling up as fast as #3 and #4 engines.

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Original NASA ASRS Text

Title: DC8-61 FREIGHTER HAS TO RETURN TO DEP ARPT AFTER LOSING HYD PRESSURE TO THE MAIN SYS WITHOUT LOSS OF FLUID. DURING THE LAST 50 FT OF THE LNDG PROC THE PIC LOSES PARTIAL CTL OF ACFT DUE TO THE AILERONS BEING IN MANUAL REVERSION. ACFT #1'S ENG COWL STRIKE RWY, SUFFERING DAMAGE.

Narrative: LOST ALL HYD PRESSURE ON CLBOUT. NO LOSS OF QUANTITY. AILERON MANUAL REVERSION LIGHT ILLUMINATED. LNDG PHASE WITH ACFT ON STABILIZED APCH AT 50 FT, REDUCED PWR EXPERIENCED ADVERSE ROLL AND YAW TO L. ON LNDG ROLL #1 ENG FIRE WARNING LIGHT ILLUMINATED, NO BELL SOUNDED. COMPLETED ENG FIRE SEPARATION OR SEVERE DAMAGE CHKLIST. DISCHARGED FIRE AGENT. ON POSTFLT CHK DISCOVERED #1 ENG COWLING DAMAGE. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR STATED THAT ON THE POSTFLT INSPECTION, THE GND CREW DID ADD ABOUT 6 QUARTS OF HYD FLUID. THE MAIN CAUSE OF THE PRESSURE LOST WAS CITED AS AIR IN THE LINES. THE ACFT, JUST THE DAY BEFORE, HAD LOST ALL OF ITS HYD FLUID AND THE LINES AROUND OR ASSOCIATED WITH #3 ENG HAD BEEN CHANGED, THE FLUID ADDED AND THE LINES BLED. PERHAPS THE BLEEDING WAS NOT DONE IN AN EFFECTIVE MANNER BY THE AIRLINE PERSONNEL AT GDL. THE DAMAGE TO THE #1 ENG COWLING IN THE SECOND EPISODE WAS COSMETIC WITH THE OIL COOLER DOOR BEING REPLACED. THE PIC SAID THAT IT IS TYPICAL OF THE DC8 TO PERFORM A BIT OF A DUTCH ROLL WHEN LOSS OF HYD PRESSURE IS EXPERIENCED. IT HAS TO DO WITH THE RUDDER/YAW DAMPER ACTUATOR. THERE WAS ALSO AN ASYMMETRICAL ENG PWR CONDITION, WITH #1 AND #2 ENGS NOT SPOOLING UP AS FAST AS #3 AND #4 ENGS.

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.