C525 Captain reported a loss of hydraulic pressure on departure and a return to the airport.

Narrative

On day 0; and at the approach maneuver into ZZZ airport; we were authorized by Approach visual to Runway XX. We switched at that moment to Tower frequency. At 225 kts. and in order to complete the approach check list I deployed the speed brakes. When we reached the flap 15 airspeed of below 200 kts. the speed brakes were retracted. Immediately upon retracting the speed brakes both hydraulic flow low lights illuminated on the annunciator panel. We immediately requested to the Tower to maintain safe altitude of 2000 ft. and the Second in Command (SIC) informed the Tower we need to address a light situation. Tower switched us back over to Approach Control as we were overflying Runway XX at 2000 ft. As a Pilot in Command (PIC); I requested the SIC to perform the check list for both hydraulic flow low lights illuminated. As PIC I confirmed to the SIC the duties on board and responsibilities. Pilot not flying performs the check list and pilot flying flies the aircraft and handles the radios. The SIC performed the check list and verbally reached out each check list step to me (PIC). All check lists for associated hydraulic issues were performed and the landing gear was extended with the emergency gear extension lever resulting in 3 green lights and no red lights. We also performed the flaps up approach checklist to include adjusted approach and landing speeds. Approach frequency give us vectors for the final segment and switched us to Tower and we were cleared to land Runway XX. Contributing factors; the length of the runway; no busy air space and the VMC conditions. We landed safely and taxied to the FBO. Upon shutdown and after passengers and luggage were unloaded we walked around the plane and noting significant hydraulic fluid dripping from the area of the speed brake and the hydraulic reservoir was empty.