Narrative:

Upon arriving at the final approach fix the landing gear was selected down but the right main gear green light did not come on and illuminate. I was flying and directed the pm to push the test light button to see if it would illuminate. He did and the gear light did not come on. We continued the approach. I directed pm to see if he could replace a bulb in a timely manner to see if we could get a gear indication green light while the other first officer (first officer) called for maintenance (mx) to come to the cockpit. He could not as we were approaching 1000 feet. I told the tower we had a gear indication light not green and would be going around. As we were low I asked the tower what he could see as to have any more information available to me. Tower said the right gear appeared to be canted or at an angle and didn't appear to be down and locked. I was given a VFR pattern altitude and given an extended downwind to work the problem.I directed the pm and other two first officer's to get the QRH and find the appropriate checklist for the problem. There is not one for this problem. We ran the gear disagree QRH and did the alternate gear extension check list as a precautionary measure as we had no other checklist. I had one of the other first officer's call the purser to update him of the situation and progress. We also had mx in the cockpit as well to troubleshoot the indicator problem as we did another go around. Mx could not fix the issue in flight.we tried several times to contact mx by sat phone with no luck--it kept disconnecting. We secured the checklist and informed the purser we would landing on this attempt. I told the purser that if we got a gear warning on this approach we would call him back to have the cabin brace upon touchdown; he agreed. [ATC was advised] as a precautionary measure and crash fire rescue was standing by. We felt confident the gear was down after doing the checklist and got no warning below 800 feet and flaps at 25/30.I then executed a normal flap 30 landing. I taxied off and was met by maintenance so they could inspect the plane before taxiing into the gate area. The after landing and taxi phase progressed normal and the shutdown was normal as well. I then called and spoke with the fleet manager and informed him of the day's events.

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Original NASA ASRS Text

Title: B767-300ER right main gear did not indicate normally when gear handle placed to down position. Crew had to conduct procedures to ensure right main gear down and locked. Flight landed without incident.

Narrative: Upon arriving at the final approach fix the landing gear was selected down but the right main gear green light did NOT come on and illuminate. I was flying and directed the PM to push the test light button to see if it would illuminate. He did and the gear light did NOT come on. We continued the approach. I directed PM to see if he could replace a bulb in a timely manner to see if we could get a gear indication green light while the other First Officer (FO) called for Maintenance (MX) to come to the cockpit. He could not as we were approaching 1000 feet. I told the tower we had a gear indication light not green and would be going around. As we were low I asked the tower what he could see as to have any more information available to me. Tower said the right gear appeared to be canted or at an angle and didn't appear to be down and locked. I was given a VFR pattern altitude and given an extended downwind to work the problem.I directed the PM and other two FO's to get the QRH and find the appropriate checklist for the problem. There is NOT one for this problem. We ran the gear disagree QRH and did the alternate gear extension check list as a precautionary measure as we had no other checklist. I had one of the other FO's call the Purser to update him of the situation and progress. We also had MX in the cockpit as well to troubleshoot the indicator problem as we did another go around. MX could not fix the issue in flight.We tried several times to contact MX by SAT phone with no luck--it kept disconnecting. We secured the checklist and informed the purser we would landing on this attempt. I told the Purser that if we got a gear warning on this approach we would call him back to have the cabin brace upon touchdown; he agreed. [ATC was advised] as a precautionary measure and Crash Fire Rescue was standing by. We felt confident the gear was down after doing the checklist and got no warning below 800 feet and flaps at 25/30.I then executed a normal flap 30 landing. I taxied off and was met by maintenance so they could inspect the plane before taxiing into the gate area. The after landing and taxi phase progressed normal and the shutdown was normal as well. I then called and spoke with the fleet manager and informed him of the day's events.

Data retrieved from NASA's ASRS site 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.