B767 flight crew reported receiving a gear disagree message and the landing gear would not retract after takeoff. Flight crew returned to departure airport and landed safely.
Synopsis
B767 flight crew reported receiving a gear disagree message and the landing gear would not retract after takeoff. Flight crew returned to departure airport and landed safely.
Narrative
Gear Retraction Failure - ZZZ-ZZZZThe crew met in the flight planning area at XA:15 for a XB:45 departure. We briefed as normal. The Captain was coming off of vacation; and the flying FO had flown recently; therefore; it was decided the FO would be the Pilot Flying (PF); the Captain Pilot Monitoring (PM); while I was the Relief Pilot. In preparation for our briefing I did not notice anything of concern regarding maintenance items; including recently closed out items. During the briefing we all agreed that we felt comfortable with the aircraft; and all other elements of the briefing.After the briefing we arrived at the aircraft before boarding and conducted our preflight duties. Being the Relief Pilot; I performed the preflight walk-around. During the walk-around I did not notice anything suspicious. We boarded and completed boarding on time. We concluded our preflight briefings with both the Captain and PF First Officer referencing the briefing items on the lanyard card to ensure nothing was missed; as well as completing an? guide for our oceanic crossing. At the conclusion of the briefings we ran the appropriate checklists as normal. We released the brake on time at XB:45; then waited at the gate for 10 minutes due to our slot time in ZZZZ. The push and taxi were normal with no non-normal indications and checklists completed before lining up for departure.Departure was from runway XXR; intersection 1; with a gusty right crosswind. I did not notice anything unusual during the takeoff roll. Shortly after the PF called for gear up I observed an amber EICAS message displaying GEAR DISAGREE; and shortly thereafter DOOR EICAS both in amber. The right main gear and door indications were illuminated with the nosewheel and left main gear indications extinguished. The noise and slight vibrations felt in the cockpit as we increased speed helped to confirm that we likely had the right gear down. We continued the takeoff climb as normal until we were given a heading and higher altitude from ATC. I quickly found the appropriate non-normal checklist. After the rest of the After Takeoff Checklist was completed; with a heading and altitude assignment from ATC; the PF turned on the autopilot. A quick discussion resulted in the PF (First Officer) remaining in control of the aircraft and working radios; while the PM (Captain) and myself went through the GEAR DISAGREE non-normal checklist. The non-normal checklist was completed with the gear handle in the up position until the checklist called for the gear down; when desired; prior to landing. Hydraulic pressure was at 3000 PSI on all systems; and quantities looked normal. At this point we had another short discussion which resulted in speaking to dispatch via Selcal about returning to ZZZ; to which they agreed was the best solution; then being connected to maintenance. In agreement amongst the pilots and maintenance we decided to lower the landing gear. With everything appearing normal; and the EICAS messages clearing; maintenance agreed the best course was to leave the gear down and complete a normal landing.Meanwhile; we were being given delayed vectors. After hanging up with maintenance and dispatch; and having completed the non-normal checklist; we convened. We decided to [advise ATC] with ATC; requesting CFR (Crash Fire Rescue) at ZZZ and further delayed vectors to increase our margin below maximum landing weight (320;000 lbs). While this was going on I was coordinating with the purser. We decided to have the purser prepare the cabin for an evacuation; even though the landing was expected to be normal. After speaking to the purser; essentially the same information was communicated to the passengers in a calming manner.Once again the pilots reconvened and; remembering we had a type-rated deadheading crew on board; decided to invite the deadheading Captain to the cockpit as a fresh set of eyes. After agreeing that everything was done appropriately and the plan going forward was sound he returned to his seat.We then briefed a normal descent and approach; ran the appropriate checklists; followed SOP communication and procedures with the cabin crew including their preparedness in case of an evacuation; and began heading back to ZZZ. The descent was normal with the approach consisting of a strong; gusty; right crosswind. Even so; the PF did a great job staying within stable tolerances and achieving a normal touchdown and breaking at approximately 312;000 lbs. We cleared the runway environment in a normal manner with CFR and maintenance nearby. In coordination with maintenance we shutdown both engines and then hydraulics so they could pin the gear. While arriving at the gate under tow; with the jet bridge on its way; the tug driver told us we had smoke coming from the right main gear. A normal deplaning was determined safe while we stayed in communication with the tug driver outside. A moment later maintenance came into the cockpit and explained it was hydraulic fluid leaking onto the warm breaks. At this point the hydraulics were already off; and the brakes had cooled from a level 4 to level 3 on the status page. The Captain received a call from the Chief Pilot a few minutes later and proceeded to debrief the Chief Pilot. With all parties in agreement we were released from duty for the night shortly after.
Second reporter narrative
Landing gear would not retract after takeoff. ZZZ-ZZZZ XB45 Departure. Preflight dispatch briefing indicated that we needed to delay on the ground for approximately 25 minutes to arrive within our ZZZZ slot time +/- 20 minutes. Ramp control indicated that we had a wheels up time of XC10 to help mitigate assist the excessive early ZZZZ arrival. The First Officer was PF (Pilot Flying) and the Captain was PM (Pilot Monitoring) as this was my first flight in three months due to vacation. We released the brakes on-time and coordinated with ground crew to delay our pushback for 10 minutes. Pushed back at XB55 and once taxiing were number eight for departure. Takeoff clearance was issued around XC20. After liftoff; the PM retracted the landing gear. The Relief Pilot immediately pointed out that we had an amber GEAR DISAGREE and amber DOOR EICAS messages and lights as well as a green right GEAR down and locked light indication and the remaining left and nose gear lights extinguished. The PF took over the radios and continued flying as the Captain (PM) and Relief Pilot ran the Non-Normal GEAR DISAGREE checklist. The PF coordinated delay vectors and altitude of 12000 feet and 250 knots. The landing gear lever was placed in the OFF position IAW (In Accordance With) After Takeoff Checklist and then moved to the UP position IAW the GEAR DISAGREE checklist essentially completing that checklist. We checked the status page and Hydraulic pressure and quantity appeared normal. We contacted Dispatch and Maintenance Control via phone patch. Maintenance Control checked the aircraft history for previous landing gear maintenance issues. The crew; Maintenance Control and dispatch all agreed that we would not attempt to cycle the gear down and then up to continue to ZZZZ. We decided to lower the gear while Maintenance Control was still on line. All three gear came down with normal indications. We all decided that the best course of action was to return to ZZZ and [request priority handling] with ATC and have CFR (Crash Fire Rescue) vehicles standing by. We had a deadheading Line Check Pilot come up to the cockpit as an extra resource. Satisfied with our decision to return to ZZZ; we briefed the Flight Attendants and Passengers and asked the Flight Attendants to Prep for Evacuation. We [requested priority handling] with ATC and began our approach to ZZZ. Below max landing weight at about 312;000 pounds; but still a heavyweight landing; the FO landed uneventfully on XXL with gusty crosswinds. We cleared XXL and were cleared to cross XXR. We stopped once clear of XXR and maintenance approached the aircraft to pin the landing gear. Maintenance asked us to shutoff our hydraulic pumps. We completed the Tow-in checklist and were towed into the gate. As we were getting towed in; the tug driver notified us that we had something leaking on our right gear and it was causing smoke. Although maintenance did not tell us that we had a hydraulic leak when they had us turn off the hydraulic pumps; we determined that the smoke was caused by hydraulic fluid leak on warm brakes and was not a fire risk. We deplaned the aircraft normally and maintenance boarded the aircraft and confirmed a center hydraulic leak. The Chief Pilot called me and I debriefed him on the incident. We all concluded that the crew should not continue to ZZZZ on a new aircraft.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.