B757-200 flight crew reported gear extension and indication problems on final. A go-around was performed and the flight crew landed at destination airport.
Synopsis
B757-200 flight crew reported gear extension and indication problems on final. A go-around was performed and the flight crew landed at destination airport.
Narrative
While configuring to land on approximately a 5 mile final; we lowered the landing gear handle and only the left and right green main gear down lights illuminated. The nose gear light remained extinguished. I tested the nose gear light and one of the two bulbs inside the indicator lit up and tested good. This led us to believe that we had an unsafe nose gear and drove us to the GEAR DISAGREE checklist. We informed Tower and asked to do a low pass for visual confirmation but they were unable due to an aircraft that landed immediately in front of us still occupying the Runway. So we asked to discontinue the approach and to go out to troubleshoot while they clear the Runway. When we released the gear manually via the checklist we experienced additional aircraft movement; air noise; and a slight rattle/bump/thud near the cockpit as if the gear doors and nose gear had fallen from the up position. We still did not receive a green nose gear down indication. We tested the nose gear light again and it did NOT illuminate this time. We performed a low approach to have a witness from the ground view our gear status. Fire trucks and another Company aircraft; holding short of the Runway; informed the Tower that it appeared to be in the down position. We set up for a visual approach and returned to land. We touched down gently and slowly decelerated without any issues then taxied clear of the Runway.
Second reporter narrative
While pilot flying on approach to landing ZZZ; after requesting gear down a few miles outside the FAF; we proceeded to get 2 main gear down light indications; however no nose wheel indication. The Captain checked the lights and we had light on the nose gear which led us to believe that there was a problem. We advised the Tower of the situation and asked for a low approach to help identify if the gear appeared to be down. They broke us off the approach and handed us back to departure to be vectored back around for the low approach. During these vectors; the Captain as Pilot Monitoring completed the gear disagree checklist which lead us to the alternate gear extension. When using the alternative gear extension; we both later commented that when flipping the switch there appeared to be a decent yaw moment; and a lot of added wind noise associated with a 'clunk' under our feet; which lead us to believe that the nose gear may not have been down prior to the alt extension. After completing the QRH procedure; we still did not receive a good nose wheel indication. The Captain checked the lights again; and at this point we received no illumination of the nose wheel light therefore compounding the issue. The Captain took over as Pilot Flying while I assumed then Pilot Monitoring duties and completed the deferred items. We proceeded to make a low approach where other Company aircraft and rescue personnel where able to identify that they appeared the nose gear was down. At this point; we requested short vectors back around for landing and the nose gear performed as expected and was down. We exited the Runway; and held on the Taxiway. Company Maintenance proceeded to the aircraft and returned us to the Ramp under tow where we were met in the cockpit by Maintenance personnel to share what had happened. The Captain contacted Dispatch; Duty Officer and completed the write up as I completed the flight closeout.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.