Date: 201602
Local time of day: 0601-1200
Location: ZZZ.Airport, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Climb
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Fluid
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Troubleshooting
Second reporter function: Captain; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Landed in Emergency Condition
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Prior to pushing back from the gate; Maintenance was working in one of the wheel wells on securing the APU fuel valve to defer the APU. Other than that; all ground ops were normal. On climb out somewhere around FL200 we got a L HYD QTY EICAS and a Reservoir light on the overhead panel on the left hydraulic system. We pulled up the Status page and noticed the left hydraulic reservoir was below 0.50. I got out the QRH and ran the HYD QTY (L) procedure. This lead us to the (757) HYD SYS PRESS - L (Only) checklist on the QRH. By the time we finished the checklist and had both left system pumps off; we had 0.00 fluid. After looking at the checklist carefully we determined that our limitations enroute; limited flight spoilers and no rudder ratio; were minor and agreed we were ok to continue. Once we stabilized the system and discussed the situation; we got on the radio with dispatch and Maintenance Control. We explained the situation and answered their questions about the failure. Maintenance Control agreed that our enroute limitations were minor and asked if we were ok to continue; to which we said yes. Dispatch did not find any limitations that would prohibit us from continuing either. All agreed to continue.The Captain and I read over the QRH carefully so we fully understood our limitations on approach and landing. We would need to use alternate gear and flap extension which will require a little time and planning. Once the gear was down; we could not put it back up. We would be limited to Flaps 20 for go around performance which gave us higher ref/target speeds. We could not use autobrakes or auto speed brakes. Lastly; we had no nose wheel steering once on the ground. All of these items added up to using the longest runway. After running steps 1; 2 & 3 of the Non-Normal Configuration Landing Distance checklist for Loss of HYD SYS PRESS L Only Flaps 20; we determined the required landing distance at 184;000 pounds was 4;600 feet. Dispatch used 200;000 pounds and came up with 4;800 feet. The winds were 300/10G19 so we decided runway 30 at would be the best choice considering we did not have nose wheel steering. At lower speeds; gusts could cause controllability problems with a 70 degree crosswind.We ask dispatch to let Approach know we wanted runway 30 and the equipment standing by. He came back and said that if we wanted the equipment; Approach/ Tower would consider us an emergency aircraft.The rest of cruise was normal. We briefed the approach and landing which would be an ILS to 1R and circle to land on runway 30. It was a maneuver the Captain had seen in the airplane and I had done in the simulator. The other alternative was vectors to a relatively short final approach. We chose to get stabilized on the 1R LOC/GS and at about 500'; turn left and land on 30. With crew coordination; it went like clockwork. Touchdown and rollout were uneventful. Tower gave us the airport ops frequency and we talked to both airport ops and the fire chief. Hydraulic fluid was pouring on the right main gear which was smoking temporarily. The front left tire on the right main gear hit a 4 on the temperature gauge (lower EICAS) so the fire department chocked the nose wheel so we could release the brakes. No further issues there.We still had fluid leaking onto the runway as well as the left engine running because of no APU. The super tug hooked up to the nose wheel and gave us ground power so we could shut down the left engine. Shortly thereafter they towed us to the gate.


Second narrative: [Report narrative contained no additional information.]


Synopsis: B757 lost all hydraulic fluid from the Left Hydraulic System.