Regional Jet 200 ER/LR (CRJ200)
Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Troubleshooting; Workload
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Provided Assistance; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Overcame Equipment Problem; Flight Crew Diverted; General Flight Cancelled / Delayed; General Maintenance Action
Aircraft
Everything was normal coming out of ZZZ. The original flight was ZZZ-ZZZ1. Takeoff; climb; level off and descent were normal. Enroute there were slight deviations for weather but nothing major. It was a little smoky into ZZZ1 so we started the ILS 15 then circle to land [Runway] 33 into ZZZ1. Everything was going as briefed and we picked up the airport inbound on the ILS and decided to do a visual [Runway] 33 from there. The Captain was flying since it is a Captain airport. We were flaps 20 and breaking off the ILS to do the 'published' circling maneuver. I loaded the visual into the box to have better situational awareness. Once done with that; the Captain called for gear down flaps 30 in order to get configured. Shortly after I put the gear handle down; there was an aural warning and a caution/warning message. I believe it was nose door open; gear disagree and hyd 3 lo press. We both looked at the messages and the Captain called for a go around. We went through the go around procedure rather smoothly and got the autopilot on and continued a climb to 15;000 ft. MSL. As we were climbing we read the messages and the Captain called for me to [advise ATC] and that we were diverting to ZZZ2. Once we were established in the climb; the Captain transferred the aircraft controls to me so he could run the QRH. The Captain kept the entire crew and passengers informed throughout this entire flight. There was contact made with appropriate personnel; including Dispatch; ATC; Maintenance and the Company. I relayed information to ATC while the Captain ran the QRH. I believe he ran the QRH for the gear disagree message first. That cleared the disagree message and we were left with hyd 3 lo press. There was 0% fluid in hyd 3 reservoir. We continued to ZZZ2 at 15000 as directed by ATC; they eventually handed us off to Approach where we asked for a hold over ZZZ2 VOR. This helped us with time management so the QRH could be ran properly. After going through all the steps in the QRH; we finally got the gear down with three green indicators. Fuel was being monitored this whole time and there was more than enough fuel to make it to ZZZ2 and hold for an appropriate amount of time. Once the gear was down and the QRH ran we; asked for the RNAV 27 into ZZZ2. We descended in the hold and then continued to approach as normal. Eventually the approach became a visual and we landed safely following the QRH procedure. We made a complete stop on the runway and made the decision to be 'tugged' off of the runway due to lack of steering. There was a large puddle of hydraulic fluid under the nose when parked and inspection was completed.  I believe that this was an outstanding crew and a phenomenal job was accomplished by the entire crew and all personnel involved. Required actions were accomplished in a; safe; timely and professional manner.
CRJ 200 First Officer reported total loss of system 3 hydraulic fluid which resulted in a diversion and precautionary landing.