Date: 201306
Local time of day: 1201-1800
Location: ZZZ.ARTCC, US
Flight conditions: VMC
Aircraft: B757 Undifferentiated or Other Model
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Cruise
Airspace: Class A ZZZ
ATC / advisory: Center ZZZ
Aircraft component: Hydraulic Fluid
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Second reporter function: First Officer; Pilot Flying
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: In-flight
Result: Flight Crew Landed in Emergency Condition; General Declared Emergency
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: Left hydraulic quantity decreased to 0.17. Quantity stable with engine pump depressurized and electric pump off. QRH was complied with appropriate actions. [We] discussed situation with Dispatch and Maintenance Control. [We] continued to destination; briefed flight attendants and passengers. Declared an emergency and coordinated for emergency response and tow in tug. [We] landed uneventfully.


Second narrative: Approximately one hour after departure we received a L HYD QTY status message. We immediately pulled up the status page and saw the left hydraulic quantity was .17 with a RF indicator next to it. Center and right hydraulic quantities were normal. As we pulled out the QRH; a L HYD ENG PUMP status message illuminated. We then ran the L HYD ENG PUMP Checklist in the QRH which instructed us to turn off the left engine driven hydraulic pump. Soon after we got a L HYD SYS PRESS status message. We then ran the L HYD SYS PRESS Checklist in the QRH which instructed us to turn off both the left engine and electric driven hydraulic pumps. We reviewed the rest of the checklist and decided that this emergency did not require a diversion and elected to continue on to destination. The Captain then contacted Dispatch and Maintenance and advised them of the situation and they concurred that we did not need to divert. We also got a status message that the Power Transfer Unit had failed; so we would have to deploy flaps and gear with the alternate systems. Captain decided it would be best for him to do the landing since the alternate control switches were on my side of the aircraft and it would be easier for me to manipulate them; so we transferred control of the aircraft and I took over the monitoring pilot duties. We declared an emergency with Center and requested the fire trucks be present upon landing. Captain then briefed the flight attendants; and briefed the passengers. We also coordinated with Dispatch that we would need to be towed from the runway to the gate due to loss of nose wheel steering. Captain performed a flaps 20 landing as per the QRH and had an uneventful landing and exited the runway. The fire command reported a small amount of smoke from either the left engine or left strut after landing. We shut down the left engine on their request and they finally reported all was okay after about 15 minutes. All four left brake temperatures did read 5 after landing but did not increase further from that. Maintenance was given the okay and hooked up a tug and towed us to the gate.


Synopsis: B757 flight crew experiences a L HYD QTY status message in cruise followed shortly by a L HYD ENG PUMP status message. The left engine pump is turned off in compliance with L HYD ENG PUMP QRH procedure. Soon after a L HYD SYS PRESS status message appears and the left electric pump is turned off. The crew elects to continue to destination. Prior to landing the PTU fails requiring alternate gear extension and electric flap extension using the alternate switches.