B777 flight crew reported a nose gear extension issue due to a loss of hydraulic fluid on approach.
Synopsis
B777 flight crew reported a nose gear extension issue due to a loss of hydraulic fluid on approach.
Narrative
Pushed out of ZZZ1 and departed to ZZZ; routine flight we do often out of ZZZ1. Got up to cruise; no abnormalities; no indications of any system malfunction. Navigated the ZZZZZ arrival into ZZZ; and at the end of the arrival we got vectored for the visual XXR. On the base leg got traffic transmission of a heavy A350 going to XXL while being slowed down to 180 kts until Location A. As we got close to Location A Tower told us to slow down to final approach speed; we were cleared for the approach at this point. I was the pilot flying (PF) and the Captain was the pilot monitoring (PM). I called for flaps 20 gear down; to facilitate the slow down to approach speed. Since we were told to slow down to final speed I was keeping an eye on the gear position indicator to go flaps 25 to avoid the gear horn if the gear isn't down and you try to go to 25. I noticed the main gear came down a little slower than usual but it showed down and locked but only 2 green; then I definitely noticed the nose gear took longer than usual as so it was indicated by the hash white transition box being displayed. I instantly told the Captain that we might have a gear issue here. Seconds after we got a caution EICAS message HYD PRESS SYS C LOW. We were approaching the 1000 feet mark and decided we should go around. We took a breath here for a second to set up for a methodical go around since we were in an unusual configuration or in simpler terms abnormal with a system malfunction. We told Tower the situation and they gave us a missed approach altitude of 3100 an and a heading of 265. We executed the go around maneuver. Tower at the moment advised that he could only discern the main gear being down and the nose gear either wasn't down or partially down. We decided to leave the gear down as we knew we had a gear issue. ATC advised that a cessna flying around nearby confirmed the mains were down but not the nose gear.We continued the climb past the initial altitude given by tower up to 6000 feet; with the gear down we decided to stay at flaps 1. We took vectors off to the coast to trouble shoot; as with this specific system failure several items had to be addressed. We ran the pertinent checklists and directed by the checklist was to land flaps 20 and to get our nose gear down we would have to do an the alternate gear extension procedure as directed by the checklist. By this point we already had requested priority handling. We suspected that our ability to steer via tiller on the ground would be compromised; the checklist also made a mention that it was probable; which was confirmed on rollout. After performing the items for an alternate gear extension it was indicated down and locked '3 green' As we got closer on final Tower and an airplane on the ground confirmed our nose gear was down. We expected a normal landing and rollout and flight attendants (FAs) were advised; throughout this whole event the Captain did a great job talking to ATC; the passengers and the FAs. I landed the airplane uneventfully; I held the nose up a little longer in a gradual sense to get a the smooth touch down on the nose gear and relieve it of unnecessary force. we stopped near Taxiway 1 off XXR. We then were switched over to airports operations frequency; the crew came over and installed gear pins and inspected the gear and the tow team took us over to gate XX.
Second reporter narrative
After a routine; uneventful flight from ZZZ1; we began configuring for a visual approach to Runway XXR at ZZZ. No EICAS caution messages during initial configuring from clean to flaps 15. Upon receiving vectors to join the final approach course; we were stable at 180 kts. with the gear up and flaps at 15 degrees. About 8 miles out as we approached Location A; the Tower asked us to reduce to final approach speed. The First Officer (FO) was pilot flying (PF) and called for the gear to be lowered followed by flaps to 20 degrees. He had the Autopilot engaged and dialed the speed back from 180 kts. to flaps 20 min maneuvering as I selected the gear to down and moved the flap lever to the 20 position (in that order). The gear seemed to be in transit for a long time but the flaps seemingly moved to the 20 position. As we approached around 1;200 feet the nose gear was still in transition so we knew we had a problem. The FO recognized it first as he was visually looking for the 3 green so he could call for the final flap setting. He stated we probably had a gear issue. It was at this point that we started to receive the EICAS caution messages with the first being the Hydraulic Pressure System Center. I set the missed approach altitude a little early and passing 1;000 we decided we needed to go around so the call to the Tower was made and the FO executed the go around. I put my hand on the flap handle but it was already at the 20 position. As I leaned forward to reach for the gear handle we both caught ourselves realizing we had a big hydraulic issue so we left the gear handle down as we climbed out over the approach end of the Runway XXL/R area where both the Tower and an aircraft awaiting takeoff on XXL verbally confirmed what we saw indication wise. Our nose wheel had not extended. We were told to contact ZZZ after being given go around instructions of heading 260 and a climb to 3;100. On ZZZ frequency we requested priority handling giving them the required SOB and fuel remaining. I made a PA to the passengers at this time then spoke to the purser on the inter phone. I instructed the purser not to prepare the cabin for landing at this time as I expected the non normal checklist to result in our ability to lower the nose gear thus making our approach and landing fairly 'normal'. We asked for vectors out over the water so we could run the non normal checklist and get the gear down. After being presented with 4 non normal checklists; we opted to stay in the first one which was the most comprehensive and would drive us to configure using secondary systems/alternate systems. We were able to successfully configure the hydraulic system per the non normal and lower the nose gear using the alternate gear extension switch. Flaps were lowered using the electric motors and a turn towards the airport was fairly quickly requested as our fuel consumption was around 18;000 per hour at this point. We quickly skimmed the other non normals realizing that the center hydraulic system pressure checklist had covered the ancillary issues these checklists were presenting. We assumed nose wheel steering would not be available and I have to admit; I spent a good 30 seconds on final hunting for the alternate steering switch that the 767 had only to remember the 777 had no such switch. The FO made a nice landing and held the nose wheel off as long as he could gently allowing it to touch around 90 kts. We transferred control around 80 kts and I found there was adequate steering authority with rudder pedals but as we approached 30 kts I tried the steering handle and it provided no response. We stopped on Runway XXR at the 1 high speed turnoff and as we came to a stop I made a quick PA announcement asking everyone to remain in their seats and that all was okay with the aircraft but we would need a tow to the gate due to our hydraulic issues. Operations vehicles carried our Maintenance personnel out and they pinned the gear and took pictures of our broken hydraulicline in the nose wheel well area. A tug would make its way out to us in order to tow us to gate XX. A parking check was performed when the super tug driver asked us to set the parking break. ELB entries were automatically made and a debrief with tech ops occurred on the flight deck upon gate arrival. City security; Dispatch and the chief pilot were debriefed.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.