A300 CREW WAS UNABLE TO RETRACT THE LNDG GEAR AFTER MAINT MISSVCED THE BOGGY LEVELING CYLINDER.

Narrative

AFTER AN EXTENSIVE DELAY OUT OF MIA DUE TO MAINT ISSUES ON OUR ACFT; WE FINALLY DEPARTED MIA. IT WAS THE CAPT'S LEG AND AFTER ROTATION; THE CAPT CALLED FOR GEAR UP. WHEN I RAISED THE HANDLE; THE GEAR DID NOT COME UP AS COMMANDED. THE GEAR LEVER WOULD ONLY GO TO THE NEUTRAL POS AND NOT ANY FARTHER. THE SYS WAS ON SYS #2 AT THE TIME. SYS #1 WAS ALREADY DEFERRED. I TRIED RECYCLING THE GEAR HANDLE AND THE GEAR WOULD STILL NOT RESPOND. I PUT THE GEAR HANDLE IN THE DOWN POS TO MATCH THE LNDG GEAR. WE ADVISED TWR OF OUR CURRENT SIT AND TOLD THEM WE WANTED TO RETURN TO MIA FOR LNDG. WE DID NOT DECLARE AN EMER DUE TO THE GEAR WAS ALREADY DOWN AND LOCKED AND WE HAD NORMAL GEAR DOWN INDICATIONS. AS WE WERE TURNING ON THE DOWNWIND LEG; THE AUTO PRESSURE CTLR #1 FAULTED AND THE SYS SUCCESSFULLY SWITCHED TO THE SECOND SYS. AFTER THAT; THE TAT ON THE CAPT'S SIDE CAME ON WITH ITS ASSOCIATED ECAM MESSAGE. I RAN ALL THE ECAM'S AND WENT INTO THE BOOK FOR ANY ADDITIONAL INFO. THE BOOK WAS VERY CLR THAT WE HAD ACCOMPLISHED ALL OF THE REQUIRED CHKLIST ITEMS ASSOCIATED WITH THE ABNORMALITY. THE CAPT INFORMED DEP CTL (AFTER WE WERE SWITCHED BY TWR) ON THE DOWNWIND THAT WE WANTED EXTENDED VECTORS SO WE COULD WORK ALL OF THE CHKLISTS BEFORE WE LANDED. ATC DID A GREAT JOB OF THIS. AFTER THE CHKLISTS WERE COMPLETE; WE RAN THE BEFORE LNDG CHKLIST. WE LANDED WITHOUT INCIDENT. THE ACFT LANDED NORMALLY AND WITHOUT ANY NOTICEABLE DIFFERENCES ASSOCIATED WITH A NORMAL LNDG ON AN A300 AIRBUS. AFTER WE CLRED THE RWY; TWR ADVISED US THAT OUR L LNDG GEAR WAS HANGING DOWN LIKE THE GEAR ON A B767. AT THAT POINT; WE KNEW WHY THE GEAR DID NOT COME UP. WE REFLECTED BACK TO THE MAINT BEING DONE ON THE L MAIN GEAR PRIOR TO DEP AND REMEMBERED THAT MAINT SVCED THE L MAIN TRUCK DUE TO A PIN THAT WAS POPPED ON THE 'BOGGY' LEVELING DEVICE.