B757-200
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Aircraft Equipment Problem Critical
Air Traffic Control Provided Assistance; Flight Crew Overcame Equipment Problem; Flight Crew Returned To Gate; Flight Crew Returned To Departure Airport; General Flight Cancelled / Delayed; General Maintenance Action
Aircraft
Minutes after takeoff; L HYD QTY displayed; accomplished checklist in QRH; and verified low quantity of status page and high pressure. Captain advised ATC. We continued climb per ATC to 17;000 [feet]; and Captain advised we may return to ZZZ. L HYD ENG PUMP displayed and accomplished QRH checklist. Advised on diversion and HYD issued via ACARS and decided to return to ZZZ. L HYD RSVR PRESS came on and accomplished QRH checklist. Captain [advised ATC]. On vectors back to ZZZ; approx 13;000 [feet] descending to 8;000 [feet]; Captain called for flaps 1; which led to TE FLAP DISAGREE annunciation. Ran TE FLAP DISAGREE checklist and accomplished ALT FLAP Checklist successfully. Vectors for ILSXXC. On approach; Captain called for gear down. NO 3 Green (NO Gear). Canceled landing around 2;600 MSL and climbed to 3;000 [feet] to accomplish ALT GEAR EXTENSION due to a GEAR DISAGREE message. ALT gear extension successful. Vectors back to ILSXXC; ran L HYD SYS PRESS to complete all checklists and landing without incident. Stopped on RWY XXC; shut down L ENG; and Fire and Rescue met us on [Runway] XXC to confirm no fire; but indicated some smoke and HYD fluid leaking from cowl. After confirmation from Fire/Rescue of no fire and they were clear; we taxied off onto P to be towed in. At the gate and shutdown; MX confirmed HYD leak due to possible seal failure with fluid visibly leaking from bottom of engine.
An amber L HYD QTY CAS message posted approx. 2 min after liftoff. The L HYD was showing a magenta RF; quantity was decreasing and pressure was approx. 3;500 PSI. I took the radios and kept the aircraft and asked the First Officer to run the QRH. I asked ZZZ Departure to stop our climb and they assigned us 17;000 ft. MSL. Shortly after; an amber L HYD ENG PUMP CAS posted. The First Officer ran that QRH. The L ENG HYD PUMP switch was moved to OFF. An amber L HYD SVR PRESS then posted. The First Officer rand the QRH. T L hydraulic quantity was .016 and pressure was 70 PSI. We discussed it and decided to return to ZZZ. I [advised ATC] and asked for equipment to be standing by. I informed ZZZ Departure that we would plan to stop on the runway and be inspected for a leak before making a decision to taxi off. In the downwind for XXC; we sent an ACRS to the dispatcher. We later asked if ZZZ1 or ZZZ was preferred. Descending from 17;000 MSL to 8;000 ft. MSL in the downwind; upon selection of Flaps 1; an amber TE FLAP DISAGREE posted. The First Officer ran that checklist. At some point L hydraulic quantity read .01 and pressure was less than 100 PSI. Flaps were extended to 20 using the alternate flaps switch. Once ready to recover; we put the gear down approximately 4 sm from the FAF for the ILS XXC and an amber GEAR DISAGREE posted. None of the gear indicated down and locked. We discontinued the approach and while over RWY XXC; CFR reported that our gear was 'Not Down'. The First Officer ran the GEAR DISAGREE checklist and alternate gear extension resulted in three down and locked. The First Officer then ran the L HYD SYS PRESS checklist. The L ELEC PUMP switch was placed to OFF. When we were ready; we recovered at F20 and Vref20 with a visual approach; backed up by the ILS XXC. Differential braking was used. The R reverser was used. Once stopped; we secured the L ENG and started the APU. After coordination; CFR approached us. They confirmed no fire and a little fluid dripping from the L ENG nacelle. They looked at the engine with their IR camera and declared that there was no risk if an immediate fire. Once CFR was behind us; we taxied off of [Runway] XXC and stopped on taxiway waiting a tug. The After Landing Checklist was completed. I chose to keep the R engine running until we were chocked or connected to the tug. Upon initial inspection; MX observed that the large vent line on the outboard of the L engine was wet with hydraulic fluid and witness indications of charring were present. They suspected a blown seal - potentially the Garlock seal. First Officer was only XX days into initial [training] at Company. He did an outstanding job as Pilot Monitoring!Upon initial inspection; MX observed that the large vent line on the outboard of the L engine was wet with hydraulic fluid and witness indications of charring were present.
B757 Flight Crew reported loss of engine driven hydraulic pump; causing multiple systems failures and an Air Turn Back.