B767-300 flight crew reported a gear down indication malfunction during approach to land.
Synopsis
B767-300 flight crew reported a gear down indication malfunction during approach to land.
Narrative
Departure; climb; enroute and most of the descent phases of flight were normal. Near the bottom of descent; two deviations for large thunderstorms near the bottom of the STAR and the instrument approach IAF were required. As the Pilot Flying; after slowing to configure; I called 'Gear down; Flaps 20; Before Landing checklist'. After verifying that the speedbrake was armed; the Pilot Monitoring paused waiting for the gear down; three green callout. The pause took longer than normal and caused me to look at the landing gear. I saw the handle down; a green nose gear light and a green right main gear light. This occurred passing approximately 2400 ft. AGL. I continued the approach on localizer and glideslope. I did a cockpit lights test; no green light in the left main. My FO (First Officer) tapped the left gear indicator with no effect. We did not have a GEAR DISAGREE light; so the thought of the problem being a sensor or light bulb crossed my mind. I elected to have the PM (Pilot Monitoring) raise the gear until it was up and locked; then called GEAR DOWN again. Our gear indications did not change. Now passing 1000 [ft.] AGL and VMC; I elected to go around with the gear handle down. The missed approach procedure for Runway XXR involves several points and multiple speed restrictions. Additionally; there was a large thunderstorm over the missed approach holding fix. and a storm long and left of the field; moving our direction. ZZZZ1 being a SPL-QLFY-ARPT; I elected to climb to the MSA for our direction of flight in relation to the airport and coordinate alternate holding instructions with ATC in order to work the problem. At that time; I requested priority handling with ATC. I then asked the FO to get the QRH (Quick Reference Handbook) out. After reviewing all of the options in the Landing Gear section of the QRH; but having no GEAR DISAGREE EICAS (Engine Indicating and Crew Alerting System) message; I felt the reviewing the GEAR DISAGREE Checklist for options; while remaining on the magenta line; approaching holding was the best course of action. After discussing which checklist to run; I decided to run the GEAR DISAGREE Checklist down to alternate gear extend and coordinate a low pass with ZZZZ1 Tower for a visual inspection by any available aircraft; Fire/Rescue or Tower personnel. Tower was helpful with the plan. After the low pass; between 100 [to] 200 ft.; I asked for an observation of whether our left main gear was down or not. We received a very definitive 'negative; your left gear is not down' from what sounded like the Tower and what sounded to us like another aircraft waiting to takeoff. Given our remaining fuel; weather and terrain; I elected to complete the GEAR DISAGREE Checklist; which leads the crew to plan to land on available gear. After completing the GEAR DISAGREE Checklist and discussing the plan inter cockpit; we shared the plan with ATC. We commenced the ILS (Y) to Runway XXR; touchdown was fairly smooth and on centerline. We were prepared for a left side drop; but one did not occur. I brought the airplane to a complete stop on the runway. After having ZZZZ1 Fire/Rescue and [Company] aircraft MX (Maintenance) look over the aircraft and the left landing gear specifically; I elected to have the gear pinned and be towed to the ramp.[The causes of this situation were] incongruent landing gear indications without an associated EICAS in an extreme weather; terrain and foreign ATC situation. Possible [solution would be] adding a checklist in the Landing Gear section that addresses Gear Handle Down with Gear Down Light(s) not illuminated.
Second reporter narrative
The Captain called Gear Down; Flaps 20; Before Landing Checklist." I started the actions and was waiting for the main gear indications. The right showed green and both doors closed; but the left indicator never showed green. He called gear up and we cycled the gear then lowered them again to see if the indicator would come on. The Captain pushed the indicator and performed a lamp test and the light still would not illuminate. He called "going around; let Tower know what's going on." The Captain started the go-around and the published missed approach. We had a thunderstorm over the missed approach; so we coordinated for alternate holding at ZZZZZ and began the QRH (Quick Reference Handbook) because we felt that was the best fit. Both of us believed it was a light or switch malfunction but wanted to cover all our bases. We ran the checklist and coordinated for a low approach to have Tower see if our left gear appeared to be down. Tower responded that the left gear did not look like it was all the way down. This was from a controller in the Tower. It was difficult to understand; so I asked again and the [controller] said the gear did not look like it was all the way down.At some point during this query; an unknown male voice came over the radio clearly saying that the gear did not look like it was down all the way. We executed a go-around again and proceeded to downwind. I reviewed the checklist again to ensure I did not miss anything and waited to perform the deferred items. We discussed the fuel switches and packs and decided to go ahead and turn off the packs and delayed the fuel pumps until short final. The Captain discussed the landing technique he was going to use and we informed Tower that we would be landing on this approach. We touched down and stopped straight ahead uneventfully. Due to the nature of the [situation;] we shut down on the runway. We had the gear pinned and were towed in to park.Either both left gear lights burned out or a switch failed or [there was a] mechanical failure of the gear; but the left main gear indicator would not illuminate."
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.