>>1161662>Boeings and Douglas's also have redundant hydraulic systems too.Btw your "too at the end of that statement is just as redundant as the hydraulic systems on new aircraft. You already said also so there is no need to say "too" too. Anyway..
All the newer designed jets since the 777, for being, and the a380, for airbus, have independent back up hydros that use an independent electrical motor to pressurize the system. I know the system is called electro hydrostatic actuators in the ar380 but I'm not sure what boeing calls them. I think boeing has actual electrical actuators for some of the controls in the 787. Anyway the RAT can provide electricity, but I'm not sure how decentralized the electrical cables are. The 737 can go into manual reversion mode, besides the rudder, and it has saved a couple of flights although the cables still are somewhat centralized and IMO vulnerable to damage.
http://www.ntsb.gov/ntsb/brief.asp?ev_id=20061101X01595&key=1>Aircraft: Boeing 737-790, registration: N614AS >After entering Mexican airspace at cruise altitude, the flight crew was alerted to a System B hydraulic failure. The flight crew opted to return to the United States. Upon reaching United States airspace the flight crew declared an emergency and returned to LAX. About 800 feet agl, the flight crew was alerted to a System A hydraulic failure, and subsequently lost hydraulic quantity and pressure of System A. At that point, the airplane became difficult to control in the mechanical reversion mode; however, the flight crew was able to land the airplane without further incident at 0330. >Boeing examined the airplane and noted that the hydraulic failure of System B (the first event) was attributed to a catastrophic failure of the engine driven hydraulic pump. ASA maintenance personnel found a spoiler hydraulic line that had fractured and bled out the System A (the second event.) 