Narrative:

About 1:30 into our flight at FL360; we received an EICAS advisory of 'left hydraulic qty.' we preceded to run the QRH which basically said crew awareness. As a quick side note: the QRH hydraulic qty (left or C or right) procedure has only a rsvr discrete light shown; this is true for a B757; but not a B767. It should also show a qty light or have separate checklists for the 757 and 767 like it does for most other issues; but I digress. Captain and I decided to shut off the engine driven hydraulic pump and the electric demand pump to save the fluid we had left. We talked it over; knowing the 767 doesn't have many items on the left system; and decided to continue on toward the destination. We discussed diverting; but thought it was just as safe to continue. The weather was good all along our route. We also ran the QRH procedure for hydraulic system press (left only) 767; in case we lost the rest of the fluid and we unable to turn the pumps back on. We told ATC we had a hydraulic leak and decided to declare an emergency with approach. We turned the pumps back on outside the outer marker; and had all three hydraulic systems for landing. We landed uneventfully; with everything working normally. The fire trucks noticed the left outside main wheel; #5; looked wet when they followed us to gate. After shutting down; we went out to see for ourselves. The #5 brake was dripping fluid on the ramp. This surprised me; because the left hydraulic system on the 767 has nothing to do with the brakes. I just got out of school and learned the normal brakes are on the right; the reserve and alternate; on the center; and accumulator are also on the right. So maybe I'm missing something or don't know as much as I thought. The brakes worked good for us; as I had set the autobrakes to 2 for landing. My second leg of IOE felt like I was back in the simulator. Captain performed admirably keeping the entire crew apprised of the situation.

Google
 

Original NASA ASRS Text

Title: A B767-300ER flight crew experienced EICAS message L HYD QTY. They ran the procedure and continued to destination; declared an emergency with Approach. Landing was normal; post flight inspection revealed a leaking #5 brake.

Narrative: About 1:30 into our flight at FL360; we received an EICAS advisory of 'L HYD QTY.' We preceded to run the QRH which basically said crew awareness. As a quick side note: the QRH HYD QTY (L or C or R) procedure has only a RSVR discrete light shown; this is true for a B757; but not a B767. It should also show a QTY light or have separate checklists for the 757 and 767 like it does for most other issues; but I digress. Captain and I decided to shut off the engine driven hydraulic pump and the electric demand pump to save the fluid we had left. We talked it over; knowing the 767 doesn't have many items on the left system; and decided to continue on toward the destination. We discussed diverting; but thought it was just as safe to continue. The weather was good all along our route. We also ran the QRH procedure for HYD SYS PRESS (L only) 767; in case we lost the rest of the fluid and we unable to turn the pumps back on. We told ATC we had a hydraulic leak and decided to declare an emergency with Approach. We turned the pumps back on outside the outer marker; and had all three hydraulic systems for landing. We landed uneventfully; with everything working normally. The fire trucks noticed the left outside main wheel; #5; looked wet when they followed us to gate. After shutting down; we went out to see for ourselves. The #5 brake was dripping fluid on the ramp. This surprised me; because the left hydraulic system on the 767 has nothing to do with the brakes. I just got out of school and learned the Normal brakes are on the right; the Reserve and Alternate; on the center; and Accumulator are also on the right. So maybe I'm missing something or don't know as much as I thought. The brakes worked good for us; as I had set the autobrakes to 2 for landing. My second leg of IOE felt like I was back in the simulator. Captain performed admirably keeping the entire crew apprised of the situation.

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.