Narrative:

Landing on runway 5 in ZZZ, visual approach clear skies. Operating part 91. Copilot was flying, shooting visual approach gear down flaps full with checklist complete. Copilot landed on speed in the touchdown area, deployed speed brakes, spoilers and thrust reversers, I commented we were not slowing enough and told the copilot to apply more reverse thrust. I then told the copilot I have control of the aircraft, I estimate we were half to three quarters down the 5000 foot runway and I immediately applied full thrust and applied the brakes. There was no response with the brakes and realized we had zero brakes. It was nighttime and the emergency brake handle is located in front of the captain's yoke beneath the instrument panel. I can't be sure if I actually was able to pull the handle or not because we were almost at the end of the runway. I then concerned myself with shutting down the engines before hitting the grass. I got the right engine shutdown but not the left. Estimate we were moving between 50 to 60 KTS. Upon entering the runoff area, I kicked the rudder to the right in order to dig the mains into the dirt and slow the aircraft. It worked but we caught a wingtip (left) in the process tearing off about 1 1/2 ft of the wingtip. I notified the tower and emergency response crews were dispatched. We had no passenger and neither myself or the copilot were injured. Upon inspecting the aircraft I discovered hydraulic fluid dripping near the rear of the left wing. The fluid was running out of the left engine pylon (where it connects to the fuselage) and running down the fuselage where I first saw the drips. We opened the baggage compartment and discovered hydraulic fluid pretty much everywhere, including our luggage. We have another C650 that had the same problem, fortunately they were taxiing. An FAA maintenance inspector viewed the aircraft and after seeing all the leaked fluid, released the aircraft to the maintenance tech people. They found a chaffed hydraulic line going to the fans that cool the air conditioning packs while on the ground. I suspect that as soon as we touched down closing the squat switches, the fans which cool the packs kicked on and that is when I suspect we lost all hydraulic fluid. The troubling fact is that the system is designed to leak down only to the emergency fluid reservoir level and then stop, leaving enough fluid for roll spoilers and brakes. Obviously this did not happen. So a check valve or something else must have also failed. We won't know until the aircraft is completely inspected by the maintenance people. I find it very unsettling that we have now had this failure on two out of three citations we operate. This pack cooling system was installed on the first 105 (or about) C650's built. The only way to truly prevent this from happening again (while landing), is to turn both packs off prior to landing. Not exactly how it was designed, to land unpressurized from final approach. My experience in flying has been as an airline pilot. I have been through many formal flight training events, on several different aircraft and feel I have at least a better than average understanding of aircraft systems. Since we got no indication of a hydraulic leak (gauges or annunciator panel) prior to landing, I can think of nothing I could have done differently, except apply emergency brakes by pulling the 'very hard to find' handle in the dark. Had we had an indicator prior to landing, I would have flown to ZZZ1 where there are runways twice the length of that at ZZZ. Callback conversation with reporter revealed the following information: the reporter stated this was the second incident of complete hydraulic system failure in the fleet of three cessna citation C650 G models. The reporter said in the first incident the airplane was taxiing and no loss of control was involved. The reporter stated in both incidents the hydraulic pwred ground cooling fans were the cause of the loss of hydraulic pressure and quantity. The reporter said in this incident a chaffed hydraulic line dumped all the fluid on touchdown causing failure of the ground spoilers to deploy, thrust reversers and normal braking failure. The reporter stated great concern over the location of the emergency brake handle and the flight operations manual stated a stand pipe in the hydraulic reservoir will ensure ground spoilers, thrust reversers and normal braking with loss of reservoir fluid. The reporter said the airplane is still being repaired with the engines removed and wing tip repair halted for parts. The reporter stated maintenance has not released findings on the reservoir stand pipe fluid not operation as advertised. Callback conversation with reporter acn 598849 revealed the following information: the reporter stated two system failures accounted for this incident, the hydraulic system loss of pressure and quantity from the ground fan hydraulic line failure and the failure of the emergency fluid level feature. The reporter said the emergency fluid level feature senses low hydraulic fluid level and isolates the system. Then starts the electrical auxiliary pump to provide pressure to critical systems (brakes). The reporter stated this system did not function.

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Original NASA ASRS Text

Title: A CITATION C650G ON LNDG EXPERIENCED A RWY EXCURSION CAUSED BY LOSS OF ALL HYDRAULIC SYSTEMS. HYDRAULIC LOST FROM GND PACK COOLING FAN LINE.

Narrative: LNDG ON RWY 5 IN ZZZ, VISUAL APCH CLR SKIES. OPERATING PART 91. COPLT WAS FLYING, SHOOTING VISUAL APCH GEAR DOWN FLAPS FULL WITH CHKLIST COMPLETE. COPLT LANDED ON SPEED IN THE TOUCHDOWN AREA, DEPLOYED SPEED BRAKES, SPOILERS AND THRUST REVERSERS, I COMMENTED WE WERE NOT SLOWING ENOUGH AND TOLD THE COPLT TO APPLY MORE REVERSE THRUST. I THEN TOLD THE COPLT I HAVE CONTROL OF THE ACFT, I ESTIMATE WE WERE HALF TO THREE QUARTERS DOWN THE 5000 FOOT RWY AND I IMMEDIATELY APPLIED FULL THRUST AND APPLIED THE BRAKES. THERE WAS NO RESPONSE WITH THE BRAKES AND REALIZED WE HAD ZERO BRAKES. IT WAS NIGHTTIME AND THE EMER BRAKE HANDLE IS LOCATED IN FRONT OF THE CAPT'S YOKE BENEATH THE INSTRUMENT PANEL. I CAN'T BE SURE IF I ACTUALLY WAS ABLE TO PULL THE HANDLE OR NOT BECAUSE WE WERE ALMOST AT THE END OF THE RWY. I THEN CONCERNED MYSELF WITH SHUTTING DOWN THE ENGINES BEFORE HITTING THE GRASS. I GOT THE R ENG SHUTDOWN BUT NOT THE L. ESTIMATE WE WERE MOVING BETWEEN 50 TO 60 KTS. UPON ENTERING THE RUNOFF AREA, I KICKED THE RUDDER TO THE R IN ORDER TO DIG THE MAINS INTO THE DIRT AND SLOW THE ACFT. IT WORKED BUT WE CAUGHT A WINGTIP (LEFT) IN THE PROCESS TEARING OFF ABOUT 1 1/2 FT OF THE WINGTIP. I NOTIFIED THE TWR AND EMER RESPONSE CREWS WERE DISPATCHED. WE HAD NO PAX AND NEITHER MYSELF OR THE COPLT WERE INJURED. UPON INSPECTING THE ACFT I DISCOVERED HYDRAULIC FLUID DRIPPING NEAR THE REAR OF THE L WING. THE FLUID WAS RUNNING OUT OF THE L ENGINE PYLON (WHERE IT CONNECTS TO THE FUSELAGE) AND RUNNING DOWN THE FUSELAGE WHERE I FIRST SAW THE DRIPS. WE OPENED THE BAGGAGE COMPARTMENT AND DISCOVERED HYDRAULIC FLUID PRETTY MUCH EVERYWHERE, INCLUDING OUR LUGGAGE. WE HAVE ANOTHER C650 THAT HAD THE SAME PROB, FORTUNATELY THEY WERE TAXIING. AN FAA MAINT INSPECTOR VIEWED THE ACFT AND AFTER SEEING ALL THE LEAKED FLUID, RELEASED THE ACFT TO THE MAINT TECH PEOPLE. THEY FOUND A CHAFFED HYDRAULIC LINE GOING TO THE FANS THAT COOL THE AIR CONDITIONING PACKS WHILE ON THE GND. I SUSPECT THAT AS SOON AS WE TOUCHED DOWN CLOSING THE SQUAT SWITCHES, THE FANS WHICH COOL THE PACKS KICKED ON AND THAT IS WHEN I SUSPECT WE LOST ALL HYDRAULIC FLUID. THE TROUBLING FACT IS THAT THE SYSTEM IS DESIGNED TO LEAK DOWN ONLY TO THE EMER FLUID RESERVOIR LEVEL AND THEN STOP, LEAVING ENOUGH FLUID FOR ROLL SPOILERS AND BRAKES. OBVIOUSLY THIS DID NOT HAPPEN. SO A CHK VALVE OR SOMETHING ELSE MUST HAVE ALSO FAILED. WE WON'T KNOW UNTIL THE ACFT IS COMPLETELY INSPECTED BY THE MAINT PEOPLE. I FIND IT VERY UNSETTLING THAT WE HAVE NOW HAD THIS FAILURE ON TWO OUT OF THREE CITATIONS WE OPERATE. THIS PACK COOLING SYSTEM WAS INSTALLED ON THE FIRST 105 (OR ABOUT) C650'S BUILT. THE ONLY WAY TO TRULY PREVENT THIS FROM HAPPENING AGAIN (WHILE LNDG), IS TO TURN BOTH PACKS OFF PRIOR TO LNDG. NOT EXACTLY HOW IT WAS DESIGNED, TO LAND UNPRESSURIZED FROM FINAL APCH. MY EXPERIENCE IN FLYING HAS BEEN AS AN AIRLINE PLT. I HAVE BEEN THROUGH MANY FORMAL FLT TRAINING EVENTS, ON SEVERAL DIFFERENT ACFT AND FEEL I HAVE AT LEAST A BETTER THAN AVERAGE UNDERSTANDING OF ACFT SYSTEMS. SINCE WE GOT NO INDICATION OF A HYDRAULIC LEAK (GAUGES OR ANNUNCIATOR PANEL) PRIOR TO LNDG, I CAN THINK OF NOTHING I COULD HAVE DONE DIFFERENTLY, EXCEPT APPLY EMER BRAKES BY PULLING THE 'VERY HARD TO FIND' HANDLE IN THE DARK. HAD WE HAD AN INDICATOR PRIOR TO LNDG, I WOULD HAVE FLOWN TO ZZZ1 WHERE THERE ARE RWYS TWICE THE LENGTH OF THAT AT ZZZ. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THIS WAS THE SECOND INCIDENT OF COMPLETE HYDRAULIC SYSTEM FAILURE IN THE FLEET OF THREE CESSNA CITATION C650 G MODELS. THE RPTR SAID IN THE FIRST INCIDENT THE AIRPLANE WAS TAXIING AND NO LOSS OF CONTROL WAS INVOLVED. THE RPTR STATED IN BOTH INCIDENTS THE HYDRAULIC PWRED GND COOLING FANS WERE THE CAUSE OF THE LOSS OF HYDRAULIC PRESSURE AND QUANTITY. THE RPTR SAID IN THIS INCIDENT A CHAFFED HYDRAULIC LINE DUMPED ALL THE FLUID ON TOUCHDOWN CAUSING FAILURE OF THE GND SPOILERS TO DEPLOY, THRUST REVERSERS AND NORMAL BRAKING FAILURE. THE RPTR STATED GREAT CONCERN OVER THE LOCATION OF THE EMER BRAKE HANDLE AND THE FLT OPS MANUAL STATED A STAND PIPE IN THE HYDRAULIC RESERVOIR WILL ENSURE GND SPOILERS, THRUST REVERSERS AND NORMAL BRAKING WITH LOSS OF RESERVOIR FLUID. THE RPTR SAID THE AIRPLANE IS STILL BEING REPAIRED WITH THE ENGINES REMOVED AND WING TIP REPAIR HALTED FOR PARTS. THE RPTR STATED MAINT HAS NOT RELEASED FINDINGS ON THE RESERVOIR STAND PIPE FLUID NOT OP AS ADVERTISED. CALLBACK CONVERSATION WITH RPTR ACN 598849 REVEALED THE FOLLOWING INFO: THE RPTR STATED TWO SYSTEM FAILURES ACCOUNTED FOR THIS INCIDENT, THE HYDRAULIC SYSTEM LOSS OF PRESSURE AND QUANTITY FROM THE GND FAN HYDRAULIC LINE FAILURE AND THE FAILURE OF THE EMERGENCY FLUID LEVEL FEATURE. THE RPTR SAID THE EMER FLUID LEVEL FEATURE SENSES LOW HYDRAULIC FLUID LEVEL AND ISOLATES THE SYSTEM. THEN STARTS THE ELECTRICAL AUXILIARY PUMP TO PROVIDE PRESSURE TO CRITICAL SYSTEMS (BRAKES). THE RPTR STATED THIS SYSTEM DID NOT FUNCTION.

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.