A B757-200 flight crew in cruise experienced loss of left hydraulic system followed by loss of ptu (...

Narrative:

About 1 hour from ZZZ; left engine hydraulic pump EICAS. Ran checklist; turned off pump. Quantity was full. Approximately 15 minutes later; left hydraulic quantity EICAS; checked status page; quantity now completely empty. Ran checklist. Discussed destination weather; runway length and fuel considerations. Talked over what would be inoperative if the ptu failed; what our plan would be; looked up the landing distance required under abnormal conditions. Weather at ZZZ was 700 ft broken; good visibility; calm winds. We planned an approach to runway xxl (11;000 ft long). Advised approach control of our runway request and that we would like a long final. Advised the purser of the problem and instructed her that this was a cabin advisory. First officer was still flying at this time. We had planned to configure early to see if we had the ptu. As flaps went to 1 degree; got EICAS message of flap disagreement and ptu status message. At this point we declared an emergency; told approach that we needed vectors for 15 minutes or so and wanted to stay at 5;500 ft. I instructed the first officer to take over the checklists and I took command of the aircraft. We advised dispatch; called the purser; and made a PA advising the passengers that we had a minor hydraulic problem; would be coming to a complete stop on the runway; and would need to be towed in. I handled the radios while the first officer ran the checklists. We slowed; put out the flaps to 20 degrees via the alternate method. Took a turn to final approximately 5 miles from FAF; put gear down via alternate method. Landed with flaps 20 degrees; 174;000 pounds gross weight; and reference speed 139 KTS. Came to a complete stop on the runway; advised flight attendants and passengers to remain seated. Stayed on runway until tug hooked up and towed us to the gate. Successful outcome of the emergency. I had this exact scenario on my pc in september and everything I did today mirrored my actions back then. Good training! My first officer and I worked well together and handled all facets of the situation. There is not a thing I would change (except having the ptu work!). Supplemental information from acn 821277: in my opinion; good checklists; good discussion between pilots; and good training; led to a successful execution of a difficult irregular procedure.

Original NASA ASRS Text

Title: A B757-200 flight crew in cruise experienced loss of left hydraulic system followed by loss of PTU (power transfer unit). They ran the checklists; declared an emergency; and landed at their destination.

Narrative: About 1 hour from ZZZ; Left Engine Hydraulic Pump EICAS. Ran checklist; turned off pump. Quantity was full. Approximately 15 minutes later; Left Hydraulic Quantity EICAS; checked status page; quantity now completely empty. Ran checklist. Discussed destination weather; runway length and fuel considerations. Talked over what would be inoperative if the PTU failed; what our plan would be; looked up the landing distance required under abnormal conditions. Weather at ZZZ was 700 FT broken; good visibility; calm winds. We planned an approach to Runway XXL (11;000 FT long). Advised Approach Control of our runway request and that we would like a long final. Advised the Purser of the problem and instructed her that this was a cabin advisory. First Officer was still flying at this time. We had planned to configure early to see if we had the PTU. As flaps went to 1 degree; got EICAS message of Flap Disagreement and PTU status message. At this point we declared an emergency; told approach that we needed vectors for 15 minutes or so and wanted to stay at 5;500 FT. I instructed the First Officer to take over the checklists and I took command of the aircraft. We advised Dispatch; called the Purser; and made a PA advising the passengers that we had a minor hydraulic problem; would be coming to a complete stop on the runway; and would need to be towed in. I handled the radios while the First Officer ran the checklists. We slowed; put out the flaps to 20 degrees via the alternate method. Took a turn to final approximately 5 miles from FAF; put gear down via alternate method. Landed with flaps 20 degrees; 174;000 LBS gross weight; and reference speed 139 KTS. Came to a complete stop on the runway; advised Flight Attendants and passengers to remain seated. Stayed on runway until tug hooked up and towed us to the gate. Successful outcome of the emergency. I had this exact scenario on my PC in September and everything I did today mirrored my actions back then. Good training! My First Officer and I worked well together and handled all facets of the situation. There is not a thing I would change (except having the PTU work!). Supplemental information from ACN 821277: In my opinion; good checklists; good discussion between pilots; and good training; led to a successful execution of a difficult irregular procedure.

Data retrieved from NASA's ASRS site as of April 2012 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.

Attributes
ACN	821273
Time
Date	200901
Local Time Of Day	0601-1200
Place
Locale Reference	ZZZ.Airport
State Reference	US
Aircraft 1
Make Model Name	B757-200
Operating Under FAR Part	Part 121
Flight Phase	Cruise
Flight Plan	IFR
Component
Aircraft Component	Hydraulic System
Person 1
Function	Captain Pilot Not Flying
Experience	Flight Crew Last 90 Days 200 Flight Crew Total 10000 Flight Crew Type 3000
Person 2
Function	First Officer Pilot Flying
Experience	Flight Crew Last 90 Days 150 Flight Crew Total 5000 Flight Crew Type 2000
Events
Anomaly	Aircraft Equipment Problem Critical

A B757-200 flight crew in cruise experienced loss of left hydraulic system followed by loss of ptu (power transfer unit). They ran the checklists; declared an emergency; and landed at their destination.