Narrative:

After takeoff, approximately 30-60 seconds after raising the landing gear up for gear retraction, the crew noticed the gear door annunciator warning lights on, followed shortly thereafter by 'engine indication and crew alerting system (EICAS) caution messages for 'gear disagree should be disagree.' we were climbing through 6000 ft and decided to continue to cruise altitude to evaluate the problem. Maximum gear extended speed is 270 KTS, .78 mach so airspeed was kept to 250 KTS to avoid gear overspd. At cruise altitude, FL310, we established contact with our dispatcher in ZZZ and our maintenance controller in ZZZZ1. It was decided that the flight should return to sau paulo. During the after takeoff checklist, the gear handle was placed 'off' which caused the left main gear to free-fall to the down and locked position. The gear handle was moved back to the 'up' position which raised the gear but it would not lock up. All abnormal and normal checklists were completed and it was decided that an overweight landing was a safe course of action for landing on runway 9L, which is 12000 ft in sau paulo (sbgr). During the approach, the gear extended without incident. During the landing rollout, the tower controller observed a shower of sparks from the left main landing gear. Braking was normal without overheating the wheel brakes. The crash fire rescue equipment vehicles were requested as a precaution, but were not needed. The aircraft was towed via a tug truck from the end of runway 9L to the terminal. Once at the terminal, the crew and mechanics conducted an inspection and discovered a disconnect brake assembly drag link (about 3 ft long) which contacted the runway creating the sparks and also prevented the gear door from closing and locking. No airframe damage recorded.

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Original NASA ASRS Text

Title: B767 FLT CREW HAD A GEAR MALFUNCTION DEPARTING SBGR.

Narrative: AFTER TKOF, APPROX 30-60 SECONDS AFTER RAISING THE LNDG GEAR UP FOR GEAR RETRACTION, THE CREW NOTICED THE GEAR DOOR ANNUNCIATOR WARNING LIGHTS ON, FOLLOWED SHORTLY THEREAFTER BY 'ENG INDICATION AND CREW ALERTING SYS (EICAS) CAUTION MESSAGES FOR 'GEAR DISAGREE SHOULD BE DISAGREE.' WE WERE CLBING THROUGH 6000 FT AND DECIDED TO CONTINUE TO CRUISE ALT TO EVALUATE THE PROB. MAX GEAR EXTENDED SPD IS 270 KTS, .78 MACH SO AIRSPD WAS KEPT TO 250 KTS TO AVOID GEAR OVERSPD. AT CRUISE ALT, FL310, WE ESTABLISHED CONTACT WITH OUR DISPATCHER IN ZZZ AND OUR MAINT CTLR IN ZZZZ1. IT WAS DECIDED THAT THE FLT SHOULD RETURN TO SAU PAULO. DURING THE AFTER TKOF CHKLIST, THE GEAR HANDLE WAS PLACED 'OFF' WHICH CAUSED THE L MAIN GEAR TO FREE-FALL TO THE DOWN AND LOCKED POS. THE GEAR HANDLE WAS MOVED BACK TO THE 'UP' POS WHICH RAISED THE GEAR BUT IT WOULD NOT LOCK UP. ALL ABNORMAL AND NORMAL CHKLISTS WERE COMPLETED AND IT WAS DECIDED THAT AN OVERWT LNDG WAS A SAFE COURSE OF ACTION FOR LNDG ON RWY 9L, WHICH IS 12000 FT IN SAU PAULO (SBGR). DURING THE APCH, THE GEAR EXTENDED WITHOUT INCIDENT. DURING THE LNDG ROLLOUT, THE TWR CTLR OBSERVED A SHOWER OF SPARKS FROM THE L MAIN LNDG GEAR. BRAKING WAS NORMAL WITHOUT OVERHEATING THE WHEEL BRAKES. THE CFR VEHICLES WERE REQUESTED AS A PRECAUTION, BUT WERE NOT NEEDED. THE ACFT WAS TOWED VIA A TUG TRUCK FROM THE END OF RWY 9L TO THE TERMINAL. ONCE AT THE TERMINAL, THE CREW AND MECHS CONDUCTED AN INSPECTION AND DISCOVERED A DISCONNECT BRAKE ASSEMBLY DRAG LINK (ABOUT 3 FT LONG) WHICH CONTACTED THE RWY CREATING THE SPARKS AND ALSO PREVENTED THE GEAR DOOR FROM CLOSING AND LOCKING. NO AIRFRAME DAMAGE RECORDED.

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.