Narrative:

In the morning while performing the preflight inspection; I noticed three dark areas on the ground forward of the left main landing gear. Upon further inspection with the flashlight it was found to be several puddles of some liquid. Based on the location I surmised it may be hydraulic fluid. I passed this information to the captain who notified me that the inbound crew the night prior had experienced a hydraulic low 1 qty master caution message during flight. I was going to perform the hydraulic system check for the first flight of the day when the captain said he would perform the test while I remained outside to see if there was a leak. After a minute or so of operation a leak was noticed inside the left wheel well. There was also another leak just in front of the left wheel well which appeared to originate somewhere inside the wing. Since there was nothing that could be done at this time to remedy the situation we repositioned the aircraft to the general aviation ramp after which we proceeded to the hotel since the next flight would not come in until that evening with maintenance personnel.the following morning we returned to the aircraft to find that the maintenance personnel had indeed changed out the spoiler actuator and were told the aircraft was good for flight. While performing the preflight inspection I once again found a leak forward of the left wheel well. The captain turned on the hydraulic pumps at this time and the rate seemed to increase. There were no other leaks in the area with the pumps on. The current leak appeared to come from inside the wing just as the previously reported leak. At this point the mechanics arrived having gone through security separately from us. We showed them the leak and they seemed surprised to see that there was a leak still. One mechanic stayed outside with the captain and myself while the other mechanic went to the cockpit to work the flaps and speed brakes. The flaps appeared to lower without any issue; but when the spoilers were actuated there was a faint 'pop' sound followed by an enormous plume of smoke rising out of the area just below the spoilers and forward of the flaps. This was accompanied by a smell of something burning; at which point the mechanic that was outside told the other one to shut everything down. It is not known what the pop sound was nor what caused the smoke; but everyone was told to step away from the aircraft by the mechanic that was outside. The one that was inside had been by this point walking off the aircraft to assist the other mechanic; so he returned to the cockpit and shut the aircraft down. As he was coming outside again he appeared to be annoyed with the fact everyone had stepped away from the aircraft. After a few minutes the auxiliary power unit (hereafter referred to as the APU) was started. Without any power to the electrical hydraulic pumps there was a constant drip of hydraulic fluid from the aircraft at a point just forward of the left wheel well. This was the same location as the previous day's leak and the leak we had found that morning. At this point the pumps were electrified and the rate of drip increased to what appeared to be one drop per three to four seconds. Finally the mechanics deployed the spoilers and the result can only be compared to a thoroughbred horse relieving itself of bodily fluids. The stream of fluid can be safely estimated at approximately one eighth of an inch in diameter and squirting from somewhere in the wing forward of the flaps but below the area where the spoilers retract. At this point we spoke to the mechanic who was outside with us during the entire time. As it turns out this was the shift lead for this trip and the one who would be signing off the paperwork. Based on his professional opinion there was no possible way this aircraft could safely or legally head fly until they were able to find what the issue was at this point. With this information the entire crew returned to the hotel.upon arriving atthe hotel we got in contact with the crew that had arrived the night before to see if they were interested in eating lunch. We all agreed to meet downstairs. After stopping along the way we finally arrived and ate lunch. At this time; under the belief that we were done for the day and that the aircraft was not going to leave; both crews had sangria with our lunch. After lunch the captain's telephone rang. After hanging up he notified us that the mechanics had apparently done something that would allow the aircraft to fly immediately. At this point we had already consumed alcohol and were therefore unfit for flight. We asked for the bill and proceeded to return to the hotel. Upon arriving at the hotel we were met by hotel staff who informed us we were to contact company. We sat in the lobby and the captain called the company who informed us it was more than likely the airport who called. After being connected to the airport the captain spoke with maintenance who explained they had collared the spoiler breakers in order to prevent their use during flight and that they were ready to go when we were. The captain asked if this was a normal procedure since earlier they had said there was no possible way to fly out the way the aircraft was. The captain also advised the mechanic that departure would be a moot point since we had to wait at least eight hours prior to departure since we were under the impression we were not going anywhere and had consumed alcohol with lunch. At some point during the conversation the captain also asked if this was safe since there was nothing done about the leaking system and whether there was anything they could give us regarding acceptable drip rates for the hydraulic system. Apparently there was nothing done with this respect either. At this time the captain finished the call and we went our separate ways.the next morning we arrived in the lobby at which time the hotel personnel notified us that the captain was already at the airport and that he was to be contacted as soon as we arrived in the lobby. After calling the airport and being connected to the captain he stated that the mechanics had been on the van with him and that upon arriving at the airport they were given boarding passes and sent on their way. We were told that the aircraft was airworthy and that the required paperwork was complete. Upon hanging up with the captain we left for the airport and arrived to find that nothing further had been done to the aircraft. We proceeded to conduct a preflight inspection and to check for any leaks in the hydraulic system. After approximately five or ten minutes there was still a leak in the aforementioned location. At this point the captain began to contact several persons at the company with the hopes of getting the situation resolved. After speaking with the on call chief pilot we were finally released and scheduled to return exactly three days after our original departure date. The aircraft has not left as this has been a terrestrial event.

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Original NASA ASRS Text

Title: EMB-145 flight crew noticed a hydraulic leak during preflight. Several attempts to repair the aircraft were unsuccessful and the flights were canceled.

Narrative: In the morning while performing the preflight inspection; I noticed three dark areas on the ground forward of the left main landing gear. Upon further inspection with the flashlight it was found to be several puddles of some liquid. Based on the location I surmised it may be hydraulic fluid. I passed this information to the Captain who notified me that the inbound crew the night prior had experienced a HYD LOW 1 QTY Master Caution message during flight. I was going to perform the hydraulic system check for the first flight of the day when the Captain said he would perform the test while I remained outside to see if there was a leak. After a minute or so of operation a leak was noticed inside the left wheel well. There was also another leak just in front of the left wheel well which appeared to originate somewhere inside the wing. Since there was nothing that could be done at this time to remedy the situation we repositioned the aircraft to the general aviation ramp after which we proceeded to the hotel since the next flight would not come in until that evening with maintenance personnel.The following morning we returned to the aircraft to find that the maintenance personnel had indeed changed out the spoiler actuator and were told the aircraft was good for flight. While performing the preflight inspection I once again found a leak forward of the left wheel well. The Captain turned on the hydraulic pumps at this time and the rate seemed to increase. There were no other leaks in the area with the pumps on. The current leak appeared to come from inside the wing just as the previously reported leak. At this point the mechanics arrived having gone through security separately from us. We showed them the leak and they seemed surprised to see that there was a leak still. One mechanic stayed outside with the Captain and myself while the other mechanic went to the cockpit to work the flaps and speed brakes. The flaps appeared to lower without any issue; but when the spoilers were actuated there was a faint 'pop' sound followed by an enormous plume of smoke rising out of the area just below the spoilers and forward of the flaps. This was accompanied by a smell of something burning; at which point the mechanic that was outside told the other one to shut everything down. It is not known what the pop sound was nor what caused the smoke; but everyone was told to step away from the aircraft by the mechanic that was outside. The one that was inside had been by this point walking off the aircraft to assist the other mechanic; so he returned to the cockpit and shut the aircraft down. As he was coming outside again he appeared to be annoyed with the fact everyone had stepped away from the aircraft. After a few minutes the auxiliary power unit (hereafter referred to as the APU) was started. Without any power to the electrical hydraulic pumps there was a constant drip of hydraulic fluid from the aircraft at a point just forward of the left wheel well. This was the same location as the previous day's leak and the leak we had found that morning. At this point the pumps were electrified and the rate of drip increased to what appeared to be one drop per three to four seconds. Finally the mechanics deployed the spoilers and the result can only be compared to a thoroughbred horse relieving itself of bodily fluids. The stream of fluid can be safely estimated at approximately one eighth of an inch in diameter and squirting from somewhere in the wing forward of the flaps but below the area where the spoilers retract. At this point we spoke to the mechanic who was outside with us during the entire time. As it turns out this was the shift lead for this trip and the one who would be signing off the paperwork. Based on his professional opinion there was no possible way this aircraft could safely or legally head fly until they were able to find what the issue was at this point. With this information the entire crew returned to the hotel.Upon arriving atthe hotel we got in contact with the crew that had arrived the night before to see if they were interested in eating lunch. We all agreed to meet downstairs. After stopping along the way we finally arrived and ate lunch. At this time; under the belief that we were done for the day and that the aircraft was not going to leave; both crews had Sangria with our lunch. After lunch the Captain's telephone rang. After hanging up he notified us that the mechanics had apparently done something that would allow the aircraft to fly immediately. At this point we had already consumed alcohol and were therefore unfit for flight. We asked for the bill and proceeded to return to the hotel. Upon arriving at the hotel we were met by hotel staff who informed us we were to contact company. We sat in the lobby and the Captain called the company who informed us it was more than likely the airport who called. After being connected to the airport the Captain spoke with maintenance who explained they had collared the spoiler breakers in order to prevent their use during flight and that they were ready to go when we were. The Captain asked if this was a normal procedure since earlier they had said there was no possible way to fly out the way the aircraft was. The Captain also advised the mechanic that departure would be a moot point since we had to wait at least eight hours prior to departure since we were under the impression we were not going anywhere and had consumed alcohol with lunch. At some point during the conversation the Captain also asked if this was safe since there was nothing done about the leaking system and whether there was anything they could give us regarding acceptable drip rates for the hydraulic system. Apparently there was nothing done with this respect either. At this time the Captain finished the call and we went our separate ways.The next morning we arrived in the lobby at which time the hotel personnel notified us that the Captain was already at the airport and that he was to be contacted as soon as we arrived in the lobby. After calling the airport and being connected to the Captain he stated that the mechanics had been on the van with him and that upon arriving at the airport they were given boarding passes and sent on their way. We were told that the aircraft was airworthy and that the required paperwork was complete. Upon hanging up with the Captain we left for the airport and arrived to find that nothing further had been done to the aircraft. We proceeded to conduct a preflight inspection and to check for any leaks in the hydraulic system. After approximately five or ten minutes there was still a leak in the aforementioned location. At this point the Captain began to contact several persons at the company with the hopes of getting the situation resolved. After speaking with the on call Chief Pilot we were finally released and scheduled to return exactly three days after our original departure date. The aircraft has not left as this has been a terrestrial event.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.