Narrative:

On descent into the terminal area from approximately 20;000 feet; we received an a-i wing 1 leak warning message. The first officer (first officer) was the PF (pilot flying) and I was the pm (pilot monitoring). The first officer took the airplane and the radios and I ran the QRH procedure for the a/I 1 wing leak. After performing item 1- ice protection wing button; push out; the message cleared. We were not in icing conditions and did not anticipate encountering them. Approximately 3 minutes later; the a-i wing 1 leak warning message reappeared. We [advised ATC] and requested direct to the airfield. I continued the QRH at line 5 as the message did not go away. The message persisted until I completed tasks 6; 7; 8; 9. After finishing these tasks; the message cleared. I briefed the flight attendants with the test items and had them prepare for a yellow emergency. We requested that crash fire rescue equipment (crash fire rescue) standby. By this point we were on final approach. After touchdown; I made a PA to the passengers and told them that fire trucks are going to inspect the aircraft and informed them of the situation. Crash fire rescue equipment inspected the aircraft and did not find anything unusual. They gave us the ok to taxi to a gate to deplane. I made a PA and addressed the passengers again before deplaning. Contract maintenance was called to repair the aircraft. The sensors are deferrable if they have been determined to be failed. Actual leaks must be repaired prior to departure. Based on the occurrences in flight where the message did not clear until items QRH items 6-9 were performed; I did not feel this MEL was relevant to the particular situation. I did not feel comfortable accepting the aircraft until a more [thorough] assessment of the aircraft's true condition was made.

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Original NASA ASRS Text

Title: EMB-175 Captain reported refusing to continue with an aircraft that had displayed A-I WING 1 LEAK alert message.

Narrative: On descent into the terminal area from approximately 20;000 feet; we received an A-I WING 1 LEAK warning message. The FO (First Officer) was the PF (Pilot Flying) and I was the PM (Pilot Monitoring). The FO took the airplane and the radios and I ran the QRH procedure for the A/I 1 WING LEAK. After performing item 1- ICE Protection Wing Button; push out; the message cleared. We were not in icing conditions and did not anticipate encountering them. Approximately 3 minutes later; the A-I WING 1 LEAK warning message reappeared. We [advised ATC] and requested direct to the airfield. I continued the QRH at line 5 as the message did not go away. The message persisted until I completed tasks 6; 7; 8; 9. After finishing these tasks; the message cleared. I briefed the flight attendants with the TEST items and had them prepare for a yellow emergency. We requested that CFR (Crash Fire Rescue) standby. By this point we were on final approach. After touchdown; I made a PA to the passengers and told them that fire trucks are going to inspect the aircraft and informed them of the situation. CFR inspected the aircraft and did not find anything unusual. They gave us the ok to taxi to a gate to deplane. I made a PA and addressed the passengers again before deplaning. Contract maintenance was called to repair the aircraft. The sensors are deferrable if they have been determined to be failed. Actual leaks must be repaired prior to departure. Based on the occurrences in flight where the message did not clear until items QRH items 6-9 were performed; I did not feel this MEL was relevant to the particular situation. I did not feel comfortable accepting the aircraft until a more [thorough] assessment of the aircraft's true condition was made.

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.