EMB ERJ 145 ER/LR
Flight Crew Air Transport Pilot (ATP)
Situational Awareness; Training / Qualification
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued New Clearance; Flight Crew Diverted; Flight Crew Landed As Precaution; General Maintenance Action
Aircraft; Human Factors
We were in the climb phase around FL250 when the Captain (CA) alerted me to the 'HYD LO 1 QUANTITY' EICAS message. CA pulled up the HYD page and we both noted that the SYS 1 HYD was in the amber range and very close to the bottom or empty indication. Maybe 30 seconds later the 'ENG 1 HYD PUMP FAIL' EICAS message appeared. We noted that the electric HYD pump automatically turned on and was producing 2800 PSI. The CA called for the QRH. The CA took the radios and asked to stop the climb at FL270 while I opened the 'HYD SYS 1 FAIL' page. I noted that the whole system hadn't failed so I flipped to the 'HYD SYS LO QUANTITY'; and the 'HYD ENG PUMP FAIL' QRH page. Both of which said to continue and monitor. It also said to reference the HYD SYS 1 FAIL QRH. So I flipped back to that. The QRH procedure said to turn off the electric pump if the HYD QUANTITY was in the amber. Because the electric pump was still functioning and producing acceptable 2800 PSI and we still had not lost HYD SYS 1 we chose to keep the electric running. Mostly so we could lower the gear normally. QRH also said slow to 250 kts and we did that immediately. We also briefed the 'ABNORMAL LANDING GEAR EXTENTION' QRH; to be ready if we did have a full failure.The CA and I both felt that there was a serious mechanical issue due to the LO QUANTITY and then the ENG PUMP FAIL. So we both decided that diverting was the safest course of action. We looked at what was closest suitable airport and saw that ZZZ was due North and about 80 miles away; we liked ZZZ because it is a normal airport we use and are familiar with and it has a long runway. We notified ATC then sent dispatch an ACARS divert message and alerted them to our situation. We were cleared direct ZZZ and down to 11;000 ft. We alerted the Flight Attendant (FA) of the divert; the CA then made an announcement about the divert. Reaching 11;000ft we lowered the gear normally; we got a 3 green down and locked indication. We also noted that was hard on the electric pump and momentarily dropped the PSI to 1800. We then took some vectors to the airport and burned off fuel at the same time enroute as to not land overweight. We did the ILS into ZZZ. We also reviewed the QRH and saw that it said do not taxi with a SYS 1 fail. So we had a tug team ready from OPS. We also had ATC have AARF ready to be as safe as possible. We landed and lost SYS 1 when the spoilers and breaks were used as the system couldn't take the extra pressure. We stopped halfway down the runway. We had started the APU on the descent from 11;000ft and planned to shutdown both engines after we had safely stopped. So we set the parking break and made a quick announcement to remain seated with belts on. We then shutdown engines and electric HYD pumps and other unnecessary systems. We hooked up to the tug and we're towed to the gate. We then completed the parking checklist.Threat was the loss of HYD fluid and ENG 1 PUMP. There was no warning or way to have seen this coming. Errors made would be opening the wrong QRH first. Also we decided to divert to ZZZ without checking the weather first; but we felt a mild urgency to get on the ground before the whole SYS 1 failed. I feel the CA was rushing more than me. Remember to slow down and think the plan you are going to make. Don't rush to decision when you have time; look at all available options and find the best one (best airport to divert too).
EMB-145 First Officer experienced a loss of hydraulic system fluid and failure of engine pump 1 during climb. The electric pump took over and maintained pressure; but the crew elected to divert to the nearest suitable airport. The QRH called for the electric pump to be turned off with hydraulic quantity low.