Narrative:

During our takeoff the airplane behind us reported to ATC that they witnessed smoke coming from our right wing. They then corrected themselves and informed us that it appeared to be fuel. After I looked outside I determined that fuel was in fact leaking from our right wing. As the pilot not flying I informed ATC that we needed to return to the airport due to the alarming rate of the fuel leaking. The fuel leak then stopped. The captain then told me we would first work the problem over company frequency with maintenance. ATC kept us in the pattern to meet our request of staying near the airport if the leak started. I took over pilot flying duties and the radios while the captain worked the problem. After discussing with maintenance they informed us that it may be venting from the vent; which would be normal with our fuel near full. At this point the captain decided we would leave that pattern and continue to work/discuss the problem when we were away from a busy area. Once above 10;000 ft I informed the captain that the fuel was leaking from the filler cap and not the vent. This being the case we determined it would be best to return to the airport. Upon landing; the postflight confirmed that the fuel cap was secured correctly however not in good condition as it would move with pressure applied to it. Although I always visually inspect the fuel cap to make sure it is secured correctly; from now on I will put pressure on the fuel cap to make sure it is in good condition before accepting the airplane. While dealing with the inflight abnormal procedure we had to respond to a resolution advisory. We were assigned to a left traffic pattern for runway 17L to trouble shoot the problem. Additionally; we were instructed to maintain at or below 8;000 ft to stay out of the class B. While at 7800 ft; which was our requested altitude we received a TA/RA which brought us into the class B airspace. After 'clear of conflict' was announced and we leveled off we were at 8200 ft. I was pilot flying at the time while the captain troubleshot the problem with maintenance over company frequency.complied with the RA no other action available. When responding to an RA there is only one correct response and I feel as though we responded correctly. However; we had to exercise emergency authority to respond to the RA and enter the class B.

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Original NASA ASRS Text

Title: Hawker 800XP flight crew reported that during takeoff an observer saw fuel streaming from their wing. The crew troubleshot the issue while remaining near the airport. During the flight a TCAS RA alerted which required evasive action with a brief Class B incursion. The flight then returned to the departure airport where a faulty fuel cap was discovered.

Narrative: During our takeoff the airplane behind us reported to ATC that they witnessed smoke coming from our right wing. They then corrected themselves and informed us that it appeared to be fuel. After I looked outside I determined that fuel was in fact leaking from our right wing. As the pilot not flying I informed ATC that we needed to return to the airport due to the alarming rate of the fuel leaking. The fuel leak then stopped. The Captain then told me we would first work the problem over company frequency with maintenance. ATC kept us in the pattern to meet our request of staying near the airport if the leak started. I took over pilot flying duties and the radios while the Captain worked the problem. After discussing with maintenance they informed us that it may be venting from the vent; which would be normal with our fuel near full. At this point the Captain decided we would leave that pattern and continue to work/discuss the problem when we were away from a busy area. Once above 10;000 ft I informed the Captain that the fuel was leaking from the filler cap and not the vent. This being the case we determined it would be best to return to the airport. Upon landing; the postflight confirmed that the fuel cap was secured correctly however not in good condition as it would move with pressure applied to it. Although I always visually inspect the fuel cap to make sure it is secured correctly; from now on I will put pressure on the fuel cap to make sure it is in good condition before accepting the airplane. While dealing with the inflight abnormal procedure we had to respond to a resolution advisory. We were assigned to a left traffic pattern for runway 17L to trouble shoot the problem. Additionally; we were instructed to maintain at or below 8;000 ft to stay out of the Class B. While at 7800 ft; which was our requested altitude we received a TA/RA which brought us into the Class B airspace. After 'clear of conflict' was announced and we leveled off we were at 8200 ft. I was pilot flying at the time while the captain troubleshot the problem with maintenance over company frequency.Complied with the RA no other action available. When responding to an RA there is only one correct response and I feel as though we responded correctly. However; we had to exercise emergency authority to respond to the RA and enter the Class B.

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.