Date: 201311
Local time of day: 0001-0600
Location: ZZZZ.TRACON, FO
Flight conditions: IMC
Aircraft: MD-11
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Cargo / Freight / Delivery
Flight phase: Initial Approach
ATC / advisory: TRACON ZZZZ
Aircraft component: Autopilot
Component problem: Malfunctioning
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Confusion
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Aircraft Equipment Problem Critical; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance; General Maintenance Action
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: I was directed to turn left from a heading of 020 to 330. I bugged 330 and the plane turned right. I disconnected the Number 1 autopilot and started back to the left; re-engaged the Number 1 autopilot and the plane again turned right. The zipper was left. I again disconnected the Number 1 autopilot and turned left. ATC asked us about our heading and we told them that we were having flight control problems. I manually rolled out on the assigned heading and engaged Number 2 autopilot. No further problems until landing when we had a complete HYD QTY Number 2 failure. I did a precautionary shutdown of Number 2 engine while taxiing in order to prevent any possible damage to the Number 2 engine and its associated systems. The failure was somewhere in the flight control systems of the right wing as evidenced by the hydraulic puddle under it. Hydraulic system Number 2 failure and Number 1 autopilot failure.


Second narrative: Crew was directed to turn left from a heading of 020 to 330. I rogered the turn command and saw the Pilot Flying (PF) twisting the heading bug. I went heads down to insert an FMC input. I heard the autopilot disconnect and the PF manually turned to the left. I needed SA and watched the PF reinsert the heading in the FCP and then re-engage the autopilot. The aircraft turned right instead of the commanded left. PF again disconnected the autopilot and manually turned back to assigned heading. ATC asked about our status and I told them we were having a malfunction. PF requested that I manipulate the FCP while he flew. I turned the HDG bug LEFT to assigned and pulled but the zipper then went right. I then pushed HDG hold and then reattempted a LEFT input to assigned and the FCP then accepted that and gave us a left zipper. After rolling out on heading we engaged Number 2 autopilot. No further problems until landing when we had a complete HYD QTY Number 2 failure. Captain directed a precautionary shutdown of Number 2 engine while taxing in order to prevent any possible damage to the Number 2 engine and its associated systems. The failure was somewhere in the flight control systems of the right wing as evidenced by the hydraulic puddle under it.

Second callback: The reporter states that the hydraulic system failure was not annunciated until after touchdown; but the aircraft handled strangely during the hand flown approach. At the time this was attributed to the strong quartering right tailwind. Maintenance found a leak in the right wing spoiler actuator which was repaired but no faults could be found with the autopilot.

Synopsis: MD11 flight crew reports the autopilot turning the aircraft to the right when the heading bug is turned to the left. The autopilot is eventually turned off and the aircraft manually flown to the desired heading. The autopilot is then successfully reengaged. During the hand flown approach the aircraft handles strangely and after landing the number two hydraulic system fails.