Flight Crew Air Transport Pilot (ATP)
Confusion
Aircraft Equipment Problem Critical; Deviation - Track / Heading All Types; Deviation / Discrepancy - Procedural Clearance
Flight Crew Overcame Equipment Problem; Flight Crew Returned To Clearance; General Maintenance Action
Aircraft
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.
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.
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.