Narrative:

We had just gotten to top of climb when we notice hydraulic system 1 low quantity blue indication on the EICAS. I was the non-flying pilot so I went through the QRH for that procedure. It told us to continue flight and monitor the associated hydraulic system. As we continued the flight we left the hydraulic page up to monitor doing flight. I notice that it was considerably lower than what [it] was when we were back in ZZZ at the gate. As we continued the flight the quantity did not appear to change any; but we knew that we were going to need maintenance once we landed in ZZZ1. We started our descent into ZZZ1 and notice that the quantity was still the same but very close to the amber indication on the mfd. The winds were really gusty in ZZZ1 so we setup for a flaps 22 landing. Again the first officer was the flying pilot which was actually a reserve captain. We were planning on a visual approach backed up with the RNAV. As we completed the landing checklist and checked in with tower to get our landing clearance all was normal. As we passed through 1;000 ft and just around 700 ft we got hydraulic system 1 failure and shortly after that we got aileron system 1 inoperative. So we executed a missed approach and told tower that we were going around. They gave us runway heading and an altitude of 4;500 ft. We told them that we needed vectors and some time to sort things out. We notice that the main gear came up and the nose gear did not doing the go around; so we put the gear back in the down position. The main gear came down in locked but the nose gear did not it had an unlocked indication. We pulled out the QRH for the hydraulic system 1 failure. We knew that the aileron and the nose gear anomaly was from the system 1 hydraulic failure. As we went through the QRH it prompted us to do an abnormal landing gear extension so that's what we did. It also told us that the following systems would be inoperative: aileron system 1; rudder system 1; thrust reverser 1; inboard spoilers and outboard brakes; and no nose wheel steering. We were initially planning on a flaps 22 landing because of the high winds; but the QRH called for a flaps 45 so we setup for that. After we finish the QRH we notify the flight attendant and made a PA announcement to the passengers. At that point I ask the flying pilot if he wanted me to make the approach; but he ask if he could stay the flying pilot and make the approach. I told him yes because he had been doing a fine job. We checked with ATC to make sure that the emergency vehicles were standing by and they informed us that they were. We made a normal landing without incident. The aircraft stopped just at the crossing point of the runways. We had the emergency personnel look over the aircraft to make sure they did not see any anomalies which they did not at the time. We wanted to move the aircraft as soon as possible because we were blocking two runways so we got the tug out as soon as possible which was about 15 minutes. Once we got to the gate we notice a strong smell of hydraulic fluid in the cockpit. Also the fire department informed me that there was hydraulic fluid coming from the left main gear. We went out and took a look and there was a good amount on the ground. Maintenance found a hydraulic line that had a hole in it with a really good leak.

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Original NASA ASRS Text

Title: EMB-145 Captain reported a hydraulic leak resulted in multiple systems. The flight had to manually extend the gear; landed; and had to be towed to the gate due to no nosewheel steering.

Narrative: We had just gotten to top of climb when we notice Hydraulic system 1 low quantity blue indication on the EICAS. I was the non-flying pilot so I went through the QRH for that procedure. It told us to continue flight and monitor the associated hydraulic system. As we continued the flight we left the hydraulic page up to monitor doing flight. I notice that it was considerably lower than what [it] was when we were back in ZZZ at the gate. As we continued the flight the quantity did not appear to change any; but we knew that we were going to need maintenance once we landed in ZZZ1. We started our descent into ZZZ1 and notice that the quantity was still the same but very close to the amber indication on the MFD. The winds were really gusty in ZZZ1 so we setup for a flaps 22 landing. Again the FO was the flying pilot which was actually a reserve captain. We were planning on a visual approach backed up with the RNAV. As we completed the landing checklist and checked in with tower to get our landing clearance all was normal. As we passed through 1;000 ft and just around 700 ft we got hydraulic system 1 failure and shortly after that we got aileron system 1 inoperative. So we executed a missed approach and told tower that we were going around. They gave us runway heading and an altitude of 4;500 ft. We told them that we needed vectors and some time to sort things out. We notice that the main gear came up and the nose gear did not doing the go around; so we put the gear back in the down position. The main gear came down in locked but the nose gear did not it had an unlocked indication. We pulled out the QRH for the hydraulic system 1 failure. We knew that the aileron and the nose gear anomaly was from the system 1 hydraulic failure. As we went through the QRH it prompted us to do an abnormal landing gear extension so that's what we did. It also told us that the following systems would be inoperative: aileron system 1; rudder system 1; thrust reverser 1; inboard spoilers and outboard brakes; and no nose wheel steering. We were initially planning on a flaps 22 landing because of the high winds; but the QRH called for a flaps 45 so we setup for that. After we finish the QRH we notify the flight attendant and made a PA announcement to the passengers. At that point I ask the flying pilot if he wanted me to make the approach; but he ask if he could stay the flying pilot and make the approach. I told him yes because he had been doing a fine job. We checked with ATC to make sure that the emergency vehicles were standing by and they informed us that they were. We made a normal landing without incident. The aircraft stopped just at the crossing point of the runways. We had the emergency personnel look over the aircraft to make sure they did not see any anomalies which they did not at the time. We wanted to move the aircraft as soon as possible because we were blocking two runways so we got the tug out as soon as possible which was about 15 minutes. Once we got to the gate we notice a strong smell of hydraulic fluid in the cockpit. Also the fire department informed me that there was hydraulic fluid coming from the left main gear. We went out and took a look and there was a good amount on the ground. Maintenance found a hydraulic line that had a hole in it with a really good leak.

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.