Narrative:

With extension of gear and flaps we got a trailing edge light indicating flap disagreement from selected position. Indicator showed almost 20 degrees flaps and gear were down and locked. So, decision was made to continue to land. EICAS status check showed partial loss of left hydraulic system. Landing was normal and when clear of runway, system leak was plugged and aircraft towed to the gate. Callback conversation with reporter revealed the following information: the reporter is a B757-200 captain and he said that they were about 5 NM on final approach when he realized that there was a hydraulic problem. He said that he had called for flaps to 30 degrees and they had stopped at 19 or 20 degrees. He decided to recompute his approach speed based on the indicated flap position and continued to a landing in his present confign. He said that he cannot remember all of the EICAS messages that they received during the approach, but one of them showed that a small amount of hydraulic fluid remained in the left system. During the last portion of the approach and the landing rollout a strong odor of hydraulic fluid entered the cabin and flight station so after coming to a stop on the high speed taxiway he shut down the left engine. He said that he thought that the left engine had ingested the fluid as it leaked from the engine driven hydraulic pump. Instead, he later discovered that the leak was from a flap or slat actuator (he could not remember) and the fluid had been ingested into the air conditioning intake. He had not initially declared an emergency on final because the flight crew was too busy. However, after landing he reported the problem to the tower and they sent the crash fire rescue equipment equipment. After being towed to the gate, the passenger deplaned, apparently, without injury.

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Original NASA ASRS Text

Title: AN ACR B757 FLC HAS THE L HYD SYS LOSE FLUID DURING FLAP AND SLAT EXTENSION ON FINAL APCH. ALSO SOME OF THE LOST FLUID WAS INGESTED INTO THE AIR CONDITIONING INTAKE.

Narrative: WITH EXTENSION OF GEAR AND FLAPS WE GOT A TRAILING EDGE LIGHT INDICATING FLAP DISAGREEMENT FROM SELECTED POS. INDICATOR SHOWED ALMOST 20 DEGS FLAPS AND GEAR WERE DOWN AND LOCKED. SO, DECISION WAS MADE TO CONTINUE TO LAND. EICAS STATUS CHK SHOWED PARTIAL LOSS OF L HYD SYS. LNDG WAS NORMAL AND WHEN CLR OF RWY, SYS LEAK WAS PLUGGED AND ACFT TOWED TO THE GATE. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR IS A B757-200 CAPT AND HE SAID THAT THEY WERE ABOUT 5 NM ON FINAL APCH WHEN HE REALIZED THAT THERE WAS A HYD PROB. HE SAID THAT HE HAD CALLED FOR FLAPS TO 30 DEGS AND THEY HAD STOPPED AT 19 OR 20 DEGS. HE DECIDED TO RECOMPUTE HIS APCH SPD BASED ON THE INDICATED FLAP POS AND CONTINUED TO A LNDG IN HIS PRESENT CONFIGN. HE SAID THAT HE CANNOT REMEMBER ALL OF THE EICAS MESSAGES THAT THEY RECEIVED DURING THE APCH, BUT ONE OF THEM SHOWED THAT A SMALL AMOUNT OF HYD FLUID REMAINED IN THE L SYS. DURING THE LAST PORTION OF THE APCH AND THE LNDG ROLLOUT A STRONG ODOR OF HYD FLUID ENTERED THE CABIN AND FLT STATION SO AFTER COMING TO A STOP ON THE HIGH SPD TXWY HE SHUT DOWN THE L ENG. HE SAID THAT HE THOUGHT THAT THE L ENG HAD INGESTED THE FLUID AS IT LEAKED FROM THE ENG DRIVEN HYD PUMP. INSTEAD, HE LATER DISCOVERED THAT THE LEAK WAS FROM A FLAP OR SLAT ACTUATOR (HE COULD NOT REMEMBER) AND THE FLUID HAD BEEN INGESTED INTO THE AIR CONDITIONING INTAKE. HE HAD NOT INITIALLY DECLARED AN EMER ON FINAL BECAUSE THE FLC WAS TOO BUSY. HOWEVER, AFTER LNDG HE RPTED THE PROB TO THE TWR AND THEY SENT THE CFR EQUIP. AFTER BEING TOWED TO THE GATE, THE PAX DEPLANED, APPARENTLY, WITHOUT INJURY.

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.