Narrative:

Shortly after leveling off at cruise altitude of FL310, we noticed the right hydraulic quantity was showing only 1 quart of hydraulic fluid and the amber hydraulic quantity low light was illuminated. Pressure on the right side was 3000 psi. The captain was flying the airplane, so I got out the QRH and it directed us to turn off the xfer pump and the auxiliary and right engine driven pump until we needed it for approach and landing. After we turned the pumps off, the hydraulic quantity rose to 19 quarts and eventually settled at 13 quarts. An FAA safety inspector was on our jumpseat this particular flight. Because the pressure had been normal in both hydraulic system with the pumps on. And our quantity was now showing normal, captain, FAA inspector and I agreed that it appeared to be a problem with the hydraulic quantity gauge. As we approached ZZZ, we turned the right engine, auxiliary, and the xfer pump on due to our previous conclusion. After turning the pumps on, the quantity remained normal and we proceeded to set the flaps at 15 degrees. The slat disagreement light illuminated and the flaps only extended 1-2 degrees. Both hydraulic pressures went to zero immediately. Both 'hydraulic pressure low' lights were on the oap. The captain declared an in-flight emergency and I proceeded with running the 'loss of both hydraulic system/landing with no hydraulic pressure' checklist. Because the airplane weighed approximately 127000 pounds, our vref speed was 195 KTS. We landed without flaps/slats, spoilers, nosewheel steering, manual rudder and were forced to use manual extension of the landing gear. Brakes and engine reverse were on accumulator pressure only. We landed on runway 9L (approximately 12000 ft) and came to a complete stop on the runway. Cabin crew had been advised to prepare the cabin for an emergency landing in-flight. Once we stopped the airplane, we made a PA announcement advising the passenger to remain seated. We performed the passenger evacuate/evacuation checklist, but decided not to evacuate/evacuation the passenger because the firemen on the scene advised us the airplane appeared to be in a safe condition. Maintenance then hooked us up to a tug and towed us off the runway. We observed no injuries to the passenger and crew. Because we were 'fortunate' enough to have an FAA inspector on this particular flight, we were able to use his abilities as a pilot to assist us during a difficult situation. He was able to help us with making callouts, watching our altitude and airspeed, noting the hydraulic pressures and quantity levels. Supplemental information from acn 617433: reversers deployed and braking stopped aircraft on runway. Brakes set and aircraft configured for possible emergency evacuate/evacuation. Several PA's were made to keep passenger and flight attendants informed on what was happening. Maintenance arrived and pinned gear. A mechanic came on board through the L1 door and had us start APU and then engines to assist tug to get us off runway. (Having brakes set caused them to lock and the tug could not break us free.) brake temperature greater than 305 degrees on all brakes.

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Original NASA ASRS Text

Title: MD80 EXPERIENCES TOTAL HYD FAILURE. MAKES FLAPS UP LNDG AT ATL.

Narrative: SHORTLY AFTER LEVELING OFF AT CRUISE ALT OF FL310, WE NOTICED THE R HYD QUANTITY WAS SHOWING ONLY 1 QUART OF HYD FLUID AND THE AMBER HYD QUANTITY LOW LIGHT WAS ILLUMINATED. PRESSURE ON THE R SIDE WAS 3000 PSI. THE CAPT WAS FLYING THE AIRPLANE, SO I GOT OUT THE QRH AND IT DIRECTED US TO TURN OFF THE XFER PUMP AND THE AUX AND R ENG DRIVEN PUMP UNTIL WE NEEDED IT FOR APCH AND LNDG. AFTER WE TURNED THE PUMPS OFF, THE HYD QUANTITY ROSE TO 19 QUARTS AND EVENTUALLY SETTLED AT 13 QUARTS. AN FAA SAFETY INSPECTOR WAS ON OUR JUMPSEAT THIS PARTICULAR FLT. BECAUSE THE PRESSURE HAD BEEN NORMAL IN BOTH HYD SYS WITH THE PUMPS ON. AND OUR QUANTITY WAS NOW SHOWING NORMAL, CAPT, FAA INSPECTOR AND I AGREED THAT IT APPEARED TO BE A PROB WITH THE HYD QUANTITY GAUGE. AS WE APCHED ZZZ, WE TURNED THE R ENG, AUX, AND THE XFER PUMP ON DUE TO OUR PREVIOUS CONCLUSION. AFTER TURNING THE PUMPS ON, THE QUANTITY REMAINED NORMAL AND WE PROCEEDED TO SET THE FLAPS AT 15 DEGS. THE SLAT DISAGREEMENT LIGHT ILLUMINATED AND THE FLAPS ONLY EXTENDED 1-2 DEGS. BOTH HYD PRESSURES WENT TO ZERO IMMEDIATELY. BOTH 'HYD PRESSURE LOW' LIGHTS WERE ON THE OAP. THE CAPT DECLARED AN INFLT EMER AND I PROCEEDED WITH RUNNING THE 'LOSS OF BOTH HYD SYS/LNDG WITH NO HYD PRESSURE' CHKLIST. BECAUSE THE AIRPLANE WEIGHED APPROX 127000 LBS, OUR VREF SPD WAS 195 KTS. WE LANDED WITHOUT FLAPS/SLATS, SPOILERS, NOSEWHEEL STEERING, MANUAL RUDDER AND WERE FORCED TO USE MANUAL EXTENSION OF THE LNDG GEAR. BRAKES AND ENG REVERSE WERE ON ACCUMULATOR PRESSURE ONLY. WE LANDED ON RWY 9L (APPROX 12000 FT) AND CAME TO A COMPLETE STOP ON THE RWY. CABIN CREW HAD BEEN ADVISED TO PREPARE THE CABIN FOR AN EMER LNDG INFLT. ONCE WE STOPPED THE AIRPLANE, WE MADE A PA ANNOUNCEMENT ADVISING THE PAX TO REMAIN SEATED. WE PERFORMED THE PAX EVAC CHKLIST, BUT DECIDED NOT TO EVAC THE PAX BECAUSE THE FIREMEN ON THE SCENE ADVISED US THE AIRPLANE APPEARED TO BE IN A SAFE CONDITION. MAINT THEN HOOKED US UP TO A TUG AND TOWED US OFF THE RWY. WE OBSERVED NO INJURIES TO THE PAX AND CREW. BECAUSE WE WERE 'FORTUNATE' ENOUGH TO HAVE AN FAA INSPECTOR ON THIS PARTICULAR FLT, WE WERE ABLE TO USE HIS ABILITIES AS A PLT TO ASSIST US DURING A DIFFICULT SIT. HE WAS ABLE TO HELP US WITH MAKING CALLOUTS, WATCHING OUR ALT AND AIRSPD, NOTING THE HYD PRESSURES AND QUANTITY LEVELS. SUPPLEMENTAL INFO FROM ACN 617433: REVERSERS DEPLOYED AND BRAKING STOPPED ACFT ON RWY. BRAKES SET AND ACFT CONFIGURED FOR POSSIBLE EMER EVAC. SEVERAL PA'S WERE MADE TO KEEP PAX AND FLT ATTENDANTS INFORMED ON WHAT WAS HAPPENING. MAINT ARRIVED AND PINNED GEAR. A MECH CAME ON BOARD THROUGH THE L1 DOOR AND HAD US START APU AND THEN ENGS TO ASSIST TUG TO GET US OFF RWY. (HAVING BRAKES SET CAUSED THEM TO LOCK AND THE TUG COULD NOT BREAK US FREE.) BRAKE TEMP GREATER THAN 305 DEGS ON ALL BRAKES.

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.