Narrative:

Received clearance to climb to FL290. Just as power reached climb power, all indicators on r-hand engine started to roll back. This was accompanied by a light/moderate airframe vibration. We declared an emergency and asked for vectors to day. Engine was secured. During descent, procedure calls for turning on the auxiliary hydraulic pump. This resulted in an almost instantaneous depletion of the r-hand hydraulic quantity followed by a loss of altitude r-hand system pressure. Rudder control was now manual. Gear extension through the alternate motor pump package using r-hand fluid in the alternate reservoir was successful. Manual extension not required. Landing was completed without further incident. After airplane inspection by emergency equipment to identify any hazards to passenger or airplane, we taxied to the gate and began the paperwork. The event went relatively well. The passenger remained calm. Communications between pilots and flight attendants was good. The company provided support. Emergency crews very helpful. However, it would be better in this situation if direct pilot fire crew communication could be established and maintained. The fire crews here seemed to be a little more anxious to talk to us through ground control. It wasn't unworkable but would have been more efficient if we spoke directly to each other all the time and ground control was a third party. It was also difficult to get center to understand I needed to go to the nearest airport in point of time and to confirm that my decision to go to day could be independently confirmed by their radar navigation display.

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Original NASA ASRS Text

Title: FLC OF A DC9 DECLARED AN EMER WHEN AFTER APPLYING CLB PWR. THE R ENG LOST PWR AND MADE A VIBRATING NOISE. THE ENG WAS SHUT DOWN AND ALL HYD PRESSURE AND QUANTITY OF THE R SYS WAS LOST. LNDG GEAR WAS EXTENDED VIA THE ALTERNATE SYS AND A SUCCESSFUL LNDG MADE.

Narrative: RECEIVED CLRNC TO CLB TO FL290. JUST AS PWR REACHED CLB PWR, ALL INDICATORS ON R-HAND ENG STARTED TO ROLL BACK. THIS WAS ACCOMPANIED BY A LIGHT/MODERATE AIRFRAME VIBRATION. WE DECLARED AN EMER AND ASKED FOR VECTORS TO DAY. ENG WAS SECURED. DURING DSCNT, PROC CALLS FOR TURNING ON THE AUX HYD PUMP. THIS RESULTED IN AN ALMOST INSTANTANEOUS DEPLETION OF THE R-HAND HYD QUANTITY FOLLOWED BY A LOSS OF ALT R-HAND SYS PRESSURE. RUDDER CTL WAS NOW MANUAL. GEAR EXTENSION THROUGH THE ALTERNATE MOTOR PUMP PACKAGE USING R-HAND FLUID IN THE ALTERNATE RESERVOIR WAS SUCCESSFUL. MANUAL EXTENSION NOT REQUIRED. LNDG WAS COMPLETED WITHOUT FURTHER INCIDENT. AFTER AIRPLANE INSPECTION BY EMER EQUIP TO IDENT ANY HAZARDS TO PAX OR AIRPLANE, WE TAXIED TO THE GATE AND BEGAN THE PAPERWORK. THE EVENT WENT RELATIVELY WELL. THE PAX REMAINED CALM. COMS BTWN PLTS AND FLT ATTENDANTS WAS GOOD. THE COMPANY PROVIDED SUPPORT. EMER CREWS VERY HELPFUL. HOWEVER, IT WOULD BE BETTER IN THIS SIT IF DIRECT PLT FIRE CREW COM COULD BE ESTABLISHED AND MAINTAINED. THE FIRE CREWS HERE SEEMED TO BE A LITTLE MORE ANXIOUS TO TALK TO US THROUGH GND CTL. IT WASN'T UNWORKABLE BUT WOULD HAVE BEEN MORE EFFICIENT IF WE SPOKE DIRECTLY TO EACH OTHER ALL THE TIME AND GND CTL WAS A THIRD PARTY. IT WAS ALSO DIFFICULT TO GET CTR TO UNDERSTAND I NEEDED TO GO TO THE NEAREST ARPT IN POINT OF TIME AND TO CONFIRM THAT MY DECISION TO GO TO DAY COULD BE INDEPENDENTLY CONFIRMED BY THEIR RADAR NAV DISPLAY.

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.