Narrative:

I was the pilot not flying on this takeoff with flaps-1. Everything during the takeoff appeared normal; up to and including rotation. Shortly after rotation I noticed that the right main landing gear indication had changed to a yellow cross-hatched box. The captain; pilot flying; acknowledged the indication and said 'positive rate; gear up'; I repeated the command and selected the landing gear lever to up; however for a very short amount of time the landing gear indication turned red and a master warning of 'lg lever disag' posted on the cas. The landing gear retracted normally; all 3 gears indicated up-and-locked and the warning message extinguished. Once established in cruise flight the captain and I discussed what we saw and were unsure of the cause. Approximately half-way to destination; the center controller working our flight informed us that someone had reported tire debris on the runway and they believed that it was from our aircraft. The captain and I were rather surprised as neither of us had felt anything unusual during the takeoff roll. We sent dispatch a message about the report of a possible blown tire and the unusual gear indication that we had experienced. Dispatch replied with a request to let them know of any other adverse indications and that they would alert maintenance.the captain and I reviewed the QRH procedures for the warning message that we received and decided to plan on lowering the landing gear a bit earlier than typical and if necessary; complete the first item on the QRH procedure; which is to cycle the gear. On approach; the captain commanded gear down as we had earlier briefed and after extension; the right main landing gear indicated a yellow cross-hatched box while the left main gear and nose gear had green down-and-locked indications. Shortly thereafter; the gear indications turned red and we received a master warning with lg lever disag posted. I completed the first item on the QRH checklist for this message; which is to cycle the landing gear. After cycling the gear; the same indications were present; with the right main gear only indicating a cross-hatched box. At this time; we notified ATC of our need to break off the approach and work on an issue. Once established on ATC vectors; the captain (pilot flying) took the radio duties from me and I completed the QRH procedure for lg lever disag. As the message did not go out after cycling the gear; the checklist directs you to the abnormal landing gear extension checklist. After completing those procedures; the right main landing gear still did not indicate down-and-locked; and you are then directed to the partial or gear up landing checklist. As this checklist was completed; the captain declared an emergency with ATC and notified them of the unknown status of our right main landing gear. We advised dispatch of our problem and that we had declared an emergency. While following QRH guidance; we prepared for an emergency landing. The captain landed uneventfully and stopped the aircraft on a taxiway between the parallel runways. The responding fire trucks informed us that our landing gear appeared normal to them. We assessed the situation and easily determined that no evacuation was necessary. The captain then informed me that he did not have nose wheel steering and that we would need to be towed in. I notified ATC of this and requested a tow-in via company radio. After arriving at the gate and visually inspecting the right main landing gear; it appeared that a center section of tread had become delaminated from the inboard tire causing damage including several down-lock sensors. During the sequence of QRH checklists performed; there was no information that the aircraft nose wheel steering would be inoperative upon a successful landing. While a glance at the abnormal landing gear extension checklist shows that if you do get the landing gear to indicate down after pulling the alternate gear extension lever; there is an advisory of inoperativenose wheel steering; no such advisory exists in the event that the landing gear still does not indicate down.

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Original NASA ASRS Text

Title: EMB170 First Officer describes a gear indication anomaly caused by a tire tread separation during takeoff. The alternate landing gear extension procedure is used without changing the indication; but the nose wheel steering is found to be inoperative after landing.

Narrative: I was the pilot not flying on this takeoff with flaps-1. Everything during the takeoff appeared normal; up to and including rotation. Shortly after rotation I noticed that the right main landing gear indication had changed to a yellow cross-hatched box. The Captain; pilot flying; acknowledged the indication and said 'positive rate; gear up'; I repeated the command and selected the landing gear lever to up; however for a very short amount of time the landing gear indication turned red and a master warning of 'LG LEVER DISAG' posted on the CAS. The landing gear retracted normally; all 3 gears indicated up-and-locked and the warning message extinguished. Once established in cruise flight the Captain and I discussed what we saw and were unsure of the cause. Approximately half-way to destination; the Center Controller working our flight informed us that someone had reported tire debris on the runway and they believed that it was from our aircraft. The Captain and I were rather surprised as neither of us had felt anything unusual during the takeoff roll. We sent Dispatch a message about the report of a possible blown tire and the unusual gear indication that we had experienced. Dispatch replied with a request to let them know of any other adverse indications and that they would alert Maintenance.The Captain and I reviewed the QRH procedures for the warning message that we received and decided to plan on lowering the landing gear a bit earlier than typical and if necessary; complete the first item on the QRH procedure; which is to cycle the gear. On approach; the Captain commanded gear down as we had earlier briefed and after extension; the right main landing gear indicated a yellow cross-hatched box while the left main gear and nose gear had green down-and-locked indications. Shortly thereafter; the gear indications turned red and we received a master warning with LG LEVER DISAG posted. I completed the first item on the QRH checklist for this message; which is to cycle the landing gear. After cycling the gear; the same indications were present; with the right main gear only indicating a cross-hatched box. At this time; we notified ATC of our need to break off the approach and work on an issue. Once established on ATC vectors; the Captain (pilot flying) took the radio duties from me and I completed the QRH procedure for LG LEVER DISAG. As the message did not go out after cycling the gear; the checklist directs you to the Abnormal Landing Gear Extension Checklist. After completing those procedures; the right main landing gear still did not indicate down-and-locked; and you are then directed to the Partial or Gear Up Landing Checklist. As this checklist was completed; the Captain declared an emergency with ATC and notified them of the unknown status of our right main landing gear. We advised Dispatch of our problem and that we had declared an emergency. While following QRH guidance; we prepared for an emergency landing. The Captain landed uneventfully and stopped the aircraft on a taxiway between the parallel runways. The responding fire trucks informed us that our landing gear appeared normal to them. We assessed the situation and easily determined that no evacuation was necessary. The Captain then informed me that he did not have nose wheel steering and that we would need to be towed in. I notified ATC of this and requested a tow-in via company radio. After arriving at the gate and visually inspecting the right main landing gear; it appeared that a center section of tread had become delaminated from the inboard tire causing damage including several down-lock sensors. During the sequence of QRH checklists performed; there was no information that the aircraft nose wheel steering would be inoperative upon a successful landing. While a glance at the Abnormal Landing Gear Extension Checklist shows that if you do get the landing gear to indicate down after pulling the alternate gear extension lever; there is an advisory of inoperativenose wheel steering; no such advisory exists in the event that the landing gear still does not indicate down.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.