Narrative:

After departure we were assigned a heading and eventually cleared to maintain 9000 feet. While climbing through 7000 feet; the 'roll spoiler inboard hydraulic' caution light illuminated. We primarily focused on leveling the aircraft at 9000 feet; and then referenced the abnormal checklist. Once we referenced the checklist; we notified ATC; as we wanted to stay within [departure] airspace; and possibly return to the field. At this point; we had remembered discussing that this particular aircraft had a similar issue several days prior; which started the same way; and ended with the loss of number one hydraulic quantity. Taking into consideration the recent history of the aircraft; the amount of resources within 10 minutes of our position; and the fact that configuring for landing could cause more issues; we decided to return. At this time we notified ATC and informed our dispatcher; flight attendant; and passengers. While briefing the approach we decided to also brief the abnormal checklist for loss of number one hydraulic quantity; in the event that did happen while configuring. We were then cleared for the visual; configured the aircraft; and landed uneventfully. Once we cleared the runway; and verified everything was normal; I briefed the passengers and we returned to our gate. After arrival at the gate; I spoke with dispatch and maintenance; then entered the appropriate entry in the logbook. Since I spoke with dispatch regarding an extension; I discussed this with my crew; at which point we decided to accept a flight duty extension and continue in a different aircraft.

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Original NASA ASRS Text

Title: Dash 8-100 flight crew reported returning to departure airport after receiving a 'Roll Spoiler Inboard Hydraulic' caution message.

Narrative: After departure we were assigned a heading and eventually cleared to maintain 9000 feet. While climbing through 7000 feet; the 'Roll Spoiler Inboard Hydraulic' caution light illuminated. We primarily focused on leveling the aircraft at 9000 feet; and then referenced the abnormal checklist. Once we referenced the checklist; we notified ATC; as we wanted to stay within [departure] airspace; and possibly return to the field. At this point; we had remembered discussing that this particular aircraft had a similar issue several days prior; which started the same way; and ended with the loss of number one hydraulic quantity. Taking into consideration the recent history of the aircraft; the amount of resources within 10 minutes of our position; and the fact that configuring for landing could cause more issues; we decided to return. At this time we notified ATC and informed our dispatcher; flight attendant; and passengers. While briefing the approach we decided to also brief the abnormal checklist for loss of number one hydraulic quantity; in the event that did happen while configuring. We were then cleared for the visual; configured the aircraft; and landed uneventfully. Once we cleared the runway; and verified everything was normal; I briefed the passengers and we returned to our gate. After arrival at the gate; I spoke with dispatch and maintenance; then entered the appropriate entry in the logbook. Since I spoke with dispatch regarding an extension; I discussed this with my crew; at which point we decided to accept a flight duty extension and continue in a different aircraft.

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.