Narrative:

12 inch snowfall during the night. When I arrived in operations I called the dispatcher and asked about runway conditions and the need for a contaminated runway tps (takeoff performance sheet). He said the runway was good and he would work up one and have it standing by. He said he had worked one for flight Y and they did not need it. When we arrived runway 32L, the runway looked good. I could see bare pavement and centerline paint down the runway. There was some packed snow on the edges. Takeoff was normal until about V1 when we hit a small patch of slush at T10. I believe the slush was caused by exhaust from departing aircraft at T10. I noticed a slight yaw and checked the engine instruments. They appeared normal so I elected to continue rather than attempt a high speed abort near V1 not knowing the condition of the runway on rollout. At 400 ft the inhibits were removed and got an EICAS for anti-skid and automatic-speed brake. We completed the checklists and I decided to look into this after we cleared ord airspace. 30 mins after takeoff we got status prompt and found we had problems with anti-skid brake temperatures, tire pressure, main gear steering, gear indicating system, and left hydraulic demand pump. I sent a message to dispatch and he responded along with technician. It was decided that the slash guard and wiring bundles must have been damaged. The best place to take the aircraft was ZZZ. Told the passenger about our problem and the reason for the divert and the reason for fuel dumping to put them at ease. We declared an emergency and asked for the crash fire rescue equipment to stand by. We then coordinated with ZKC to dump fuel. We dumped about 100000 pounds to get to our planned landing weight of 410000 pounds. I decided this was a good weight for landing with a possible damaged gear and also left us with about 3 hours fuel if we needed to go out for more troubleshooting. I chose runway that was very long and it was my runway of intended landing. We would first do a flyby so maintenance could look at the gear to determine if there was any apparent damage. I put the gear down on downwind to see if we could get a good indication. We did and I had the first officer push the flap override as I planned to do the flyby with flap 20 degrees. After the flyby maintenance said they saw no apparent damage. So on the go around we reset the flap override and planned flaps 30 degree landing. The landing was soft and I manually deployed the spoilers and used above normal reverse until 80 KTS then used light braking until taxi speed. I turned off at taxiway clearing the runway and parked the brakes. Crash fire rescue equipment and maintenance then inspected the aircraft and approved the taxi to the terminal. The splash guard and wiring bundles were in fact damaged. Callback conversation with reporter revealed the following information: the reporter stated the damage to the left main gear was serious as the 'J' pack or electrical junction box shield was torn off severing cables and wiring for anti-skid, automatic-spoilers, brake temperature, aft wheel steering and automatic-brakes system. The reporter said #10 tire sidewall was slashed and cut by the departing junction box metal shield. The reporter stated 2 other B777 aircraft were damaged by this patch of slush and when the slush was investigated near or at the T10 area shredded junction box shields were found and 1 MD80 nose gear splash deflector was discovered. Callback conversation with reporter on acn 536876 revealed the following information: the reporter stated the left main landing gear struck the patch of slush at or very near V1 speed and damaged several system on the left main landing gear. The reporter said it was obvious when the status page was read the airplane could not continue with the number of critical system damaged. The reporter stated visual check of the gear revealed ripped and torn wiring and cables wrapped around gear components, smashed junction box and connectors, and 1 tire sidewall slashed.

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Original NASA ASRS Text

Title: A B777-300 ON TKOF AT V1 SPD THE L LNDG GEAR STRUCK A SMALL PATCH OF SLUSH INCURRING DAMAGE TO THE LNDG GEAR. DECLARED EMER AND DIVERTED TO ANOTHER ARPT.

Narrative: 12 INCH SNOWFALL DURING THE NIGHT. WHEN I ARRIVED IN OPS I CALLED THE DISPATCHER AND ASKED ABOUT RWY CONDITIONS AND THE NEED FOR A CONTAMINATED RWY TPS (TKOF PERFORMANCE SHEET). HE SAID THE RWY WAS GOOD AND HE WOULD WORK UP ONE AND HAVE IT STANDING BY. HE SAID HE HAD WORKED ONE FOR FLT Y AND THEY DID NOT NEED IT. WHEN WE ARRIVED RWY 32L, THE RWY LOOKED GOOD. I COULD SEE BARE PAVEMENT AND CTRLINE PAINT DOWN THE RWY. THERE WAS SOME PACKED SNOW ON THE EDGES. TKOF WAS NORMAL UNTIL ABOUT V1 WHEN WE HIT A SMALL PATCH OF SLUSH AT T10. I BELIEVE THE SLUSH WAS CAUSED BY EXHAUST FROM DEPARTING ACFT AT T10. I NOTICED A SLIGHT YAW AND CHKED THE ENG INSTS. THEY APPEARED NORMAL SO I ELECTED TO CONTINUE RATHER THAN ATTEMPT A HIGH SPD ABORT NEAR V1 NOT KNOWING THE CONDITION OF THE RWY ON ROLLOUT. AT 400 FT THE INHIBITS WERE REMOVED AND GOT AN EICAS FOR ANTI-SKID AND AUTO-SPD BRAKE. WE COMPLETED THE CHKLISTS AND I DECIDED TO LOOK INTO THIS AFTER WE CLRED ORD AIRSPACE. 30 MINS AFTER TKOF WE GOT STATUS PROMPT AND FOUND WE HAD PROBS WITH ANTI-SKID BRAKE TEMPS, TIRE PRESSURE, MAIN GEAR STEERING, GEAR INDICATING SYS, AND L HYD DEMAND PUMP. I SENT A MESSAGE TO DISPATCH AND HE RESPONDED ALONG WITH TECHNICIAN. IT WAS DECIDED THAT THE SLASH GUARD AND WIRING BUNDLES MUST HAVE BEEN DAMAGED. THE BEST PLACE TO TAKE THE ACFT WAS ZZZ. TOLD THE PAX ABOUT OUR PROB AND THE REASON FOR THE DIVERT AND THE REASON FOR FUEL DUMPING TO PUT THEM AT EASE. WE DECLARED AN EMER AND ASKED FOR THE CFR TO STAND BY. WE THEN COORDINATED WITH ZKC TO DUMP FUEL. WE DUMPED ABOUT 100000 LBS TO GET TO OUR PLANNED LNDG WT OF 410000 LBS. I DECIDED THIS WAS A GOOD WT FOR LNDG WITH A POSSIBLE DAMAGED GEAR AND ALSO LEFT US WITH ABOUT 3 HRS FUEL IF WE NEEDED TO GO OUT FOR MORE TROUBLESHOOTING. I CHOSE RWY THAT WAS VERY LONG AND IT WAS MY RWY OF INTENDED LNDG. WE WOULD FIRST DO A FLYBY SO MAINT COULD LOOK AT THE GEAR TO DETERMINE IF THERE WAS ANY APPARENT DAMAGE. I PUT THE GEAR DOWN ON DOWNWIND TO SEE IF WE COULD GET A GOOD INDICATION. WE DID AND I HAD THE FO PUSH THE FLAP OVERRIDE AS I PLANNED TO DO THE FLYBY WITH FLAP 20 DEGS. AFTER THE FLYBY MAINT SAID THEY SAW NO APPARENT DAMAGE. SO ON THE GAR WE RESET THE FLAP OVERRIDE AND PLANNED FLAPS 30 DEG LNDG. THE LNDG WAS SOFT AND I MANUALLY DEPLOYED THE SPOILERS AND USED ABOVE NORMAL REVERSE UNTIL 80 KTS THEN USED LIGHT BRAKING UNTIL TAXI SPD. I TURNED OFF AT TXWY CLRING THE RWY AND PARKED THE BRAKES. CFR AND MAINT THEN INSPECTED THE ACFT AND APPROVED THE TAXI TO THE TERMINAL. THE SPLASH GUARD AND WIRING BUNDLES WERE IN FACT DAMAGED. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE DAMAGE TO THE L MAIN GEAR WAS SERIOUS AS THE 'J' PACK OR ELECTRICAL JUNCTION BOX SHIELD WAS TORN OFF SEVERING CABLES AND WIRING FOR ANTI-SKID, AUTO-SPOILERS, BRAKE TEMP, AFT WHEEL STEERING AND AUTO-BRAKES SYS. THE RPTR SAID #10 TIRE SIDEWALL WAS SLASHED AND CUT BY THE DEPARTING JUNCTION BOX METAL SHIELD. THE RPTR STATED 2 OTHER B777 ACFT WERE DAMAGED BY THIS PATCH OF SLUSH AND WHEN THE SLUSH WAS INVESTIGATED NEAR OR AT THE T10 AREA SHREDDED JUNCTION BOX SHIELDS WERE FOUND AND 1 MD80 NOSE GEAR SPLASH DEFLECTOR WAS DISCOVERED. CALLBACK CONVERSATION WITH RPTR ON ACN 536876 REVEALED THE FOLLOWING INFO: THE RPTR STATED THE L MAIN LNDG GEAR STRUCK THE PATCH OF SLUSH AT OR VERY NEAR V1 SPD AND DAMAGED SEVERAL SYS ON THE L MAIN LNDG GEAR. THE RPTR SAID IT WAS OBVIOUS WHEN THE STATUS PAGE WAS READ THE AIRPLANE COULD NOT CONTINUE WITH THE NUMBER OF CRITICAL SYS DAMAGED. THE RPTR STATED VISUAL CHK OF THE GEAR REVEALED RIPPED AND TORN WIRING AND CABLES WRAPPED AROUND GEAR COMPONENTS, SMASHED JUNCTION BOX AND CONNECTORS, AND 1 TIRE SIDEWALL SLASHED.

Data retrieved from NASA's ASRS site as of July 2007 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.