Narrative:

After a normal takeoff and rotation with a positive rate of climb the gear was called to be retracted. Immediately after the gear handle was repositioned from the down to the up position, 3 amber lights on my forward panel labeled a system aileron, a system rudder, a system elevator low pressure lights illuminated. In addition, the door light (red) also came on and remained on the entire flight indicating that 1 or more of the landing gear doors were not up and closed. The hydraulic fluid in system a was lost and the indicator needle was on zero. Captain notified ATC that we had a hydraulic problem and would be returning to the field shortly. He instructed me to fly the aircraft and talk to ATC when I could to keep them informed of our situation. At this point and for the remainder of the flight my sole responsibility was to maintain aircraft control, talk with ATC and relay messages to the captain. The captain called for the a system loss checklist and worked with the engineer while he began to dump fuel to our maximum certificated landing weight. We dumped approximately 30000 pounds which left us with 21000 pounds of fuel. While working with the engineer, the captain talked to the passenger over the PA system and had several discussions with the lead flight attendant in the cockpit. (Excellent crew communications throughout the entire flight) although we had not made any definite plans for an emergency evacuation the captain had the cabin prepared in the event we needed to. After several unsuccessful attempts were made to lower the landing gear manually, our cockpit indications reflected that the nose and left main gear had come down and locked, but the right gear had remained in the retracted position. The engineer was instructed to proceed to the cabin and look through the port holes to visually inspect the gear. The captain said it wasn't necessary since we were going to do a low fly-by and he requested the engineer to take his station. Our suspicions were confirmed by the tower that the nose and left main were down. The right main gear door was open and the gear itself retracted. (Our cockpit indications were nose and left main down, right main retracted with no evidence that the door was open). After the fly- by it was evident that we would land in this confign. (Prior to the fly-by an emergency was declared and ground personnel were in place). The captain called for the partial gear up landing checklist and worked once again with the engineer while I flew the aircraft and talked to ATC. After reviewing procedures the captain elected to land flaps 40. (Lowering the flaps electrically by the alternate flap extension method). We all reviewed the items associated with an emergency evacuation. The captain briefed the passenger on what to expect after touchdown and to exit the aircraft on the right side only and follow the instructions of the flight attendants. The flight attendants were briefed again and would be notified to brace at a designated point by the engineer. The captain then did a second and final fuel dump before we began the approach. My instructions were to roll in full left aileron trim on touchdown and lift the spdbrakes to the 20 degree position. The approach and touchdown were normal, slightly left of centerline as planned on the 1000 ft mark. The trailing edge flaps cushioned the wing drop to the runway. When the wing impacted the runway the aircraft veered to the right. I observed full left rudder and aileron by the captain as the nose of the aircraft crossed the right edge of the runway onto the grass area at 100 KTS. As the aircraft decelerated the turn became more pronounced. After stopping, the flight crew did the evacuation items and exited the aircraft as called for by the checklist. All the passenger deplaned in approximately 60 seconds with no injuries. There was no fire and the aircraft sustained minimal damage. NTSB has classified this as an incident. Pending further investigation the cockpit crew has been released from flight status until further notice. In my opinion, the mechanical failure of the hydraulic system somehow prevented the right main landing from extending manually. (Takeoff confign and entire flight was done at flaps 15 until landing with flaps 40 electrically).

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Original NASA ASRS Text

Title: LGT LANDS WITH R MAIN GEAR RETRACTED.

Narrative: AFTER A NORMAL TKOF AND ROTATION WITH A POSITIVE RATE OF CLB THE GEAR WAS CALLED TO BE RETRACTED. IMMEDIATELY AFTER THE GEAR HANDLE WAS REPOSITIONED FROM THE DOWN TO THE UP POS, 3 AMBER LIGHTS ON MY FORWARD PANEL LABELED A SYS AILERON, A SYS RUDDER, A SYS ELEVATOR LOW PRESSURE LIGHTS ILLUMINATED. IN ADDITION, THE DOOR LIGHT (RED) ALSO CAME ON AND REMAINED ON THE ENTIRE FLT INDICATING THAT 1 OR MORE OF THE LNDG GEAR DOORS WERE NOT UP AND CLOSED. THE HYD FLUID IN SYS A WAS LOST AND THE INDICATOR NEEDLE WAS ON ZERO. CAPT NOTIFIED ATC THAT WE HAD A HYD PROBLEM AND WOULD BE RETURNING TO THE FIELD SHORTLY. HE INSTRUCTED ME TO FLY THE ACFT AND TALK TO ATC WHEN I COULD TO KEEP THEM INFORMED OF OUR SITUATION. AT THIS POINT AND FOR THE REMAINDER OF THE FLT MY SOLE RESPONSIBILITY WAS TO MAINTAIN ACFT CTL, TALK WITH ATC AND RELAY MESSAGES TO THE CAPT. THE CAPT CALLED FOR THE A SYS LOSS CHKLIST AND WORKED WITH THE ENGINEER WHILE HE BEGAN TO DUMP FUEL TO OUR MAX CERTIFICATED LNDG WT. WE DUMPED APPROX 30000 POUNDS WHICH LEFT US WITH 21000 POUNDS OF FUEL. WHILE WORKING WITH THE ENGINEER, THE CAPT TALKED TO THE PAX OVER THE PA SYS AND HAD SEVERAL DISCUSSIONS WITH THE LEAD FA IN THE COCKPIT. (EXCELLENT CREW COMS THROUGHOUT THE ENTIRE FLT) ALTHOUGH WE HAD NOT MADE ANY DEFINITE PLANS FOR AN EMER EVACUATION THE CAPT HAD THE CABIN PREPARED IN THE EVENT WE NEEDED TO. AFTER SEVERAL UNSUCCESSFUL ATTEMPTS WERE MADE TO LOWER THE LNDG GEAR MANUALLY, OUR COCKPIT INDICATIONS REFLECTED THAT THE NOSE AND LEFT MAIN GEAR HAD COME DOWN AND LOCKED, BUT THE RIGHT GEAR HAD REMAINED IN THE RETRACTED POS. THE ENGINEER WAS INSTRUCTED TO PROCEED TO THE CABIN AND LOOK THROUGH THE PORT HOLES TO VISUALLY INSPECT THE GEAR. THE CAPT SAID IT WASN'T NECESSARY SINCE WE WERE GOING TO DO A LOW FLY-BY AND HE REQUESTED THE ENGINEER TO TAKE HIS STATION. OUR SUSPICIONS WERE CONFIRMED BY THE TWR THAT THE NOSE AND L MAIN WERE DOWN. THE R MAIN GEAR DOOR WAS OPEN AND THE GEAR ITSELF RETRACTED. (OUR COCKPIT INDICATIONS WERE NOSE AND L MAIN DOWN, R MAIN RETRACTED WITH NO EVIDENCE THAT THE DOOR WAS OPEN). AFTER THE FLY- BY IT WAS EVIDENT THAT WE WOULD LAND IN THIS CONFIGN. (PRIOR TO THE FLY-BY AN EMER WAS DECLARED AND GND PERSONNEL WERE IN PLACE). THE CAPT CALLED FOR THE PARTIAL GEAR UP LNDG CHKLIST AND WORKED ONCE AGAIN WITH THE ENGINEER WHILE I FLEW THE ACFT AND TALKED TO ATC. AFTER REVIEWING PROCS THE CAPT ELECTED TO LAND FLAPS 40. (LOWERING THE FLAPS ELECTRICALLY BY THE ALTERNATE FLAP EXTENSION METHOD). WE ALL REVIEWED THE ITEMS ASSOCIATED WITH AN EMER EVACUATION. THE CAPT BRIEFED THE PAX ON WHAT TO EXPECT AFTER TOUCHDOWN AND TO EXIT THE ACFT ON THE R SIDE ONLY AND FOLLOW THE INSTRUCTIONS OF THE FLT ATTENDANTS. THE FLT ATTENDANTS WERE BRIEFED AGAIN AND WOULD BE NOTIFIED TO BRACE AT A DESIGNATED POINT BY THE ENGINEER. THE CAPT THEN DID A SECOND AND FINAL FUEL DUMP BEFORE WE BEGAN THE APCH. MY INSTRUCTIONS WERE TO ROLL IN FULL L AILERON TRIM ON TOUCHDOWN AND LIFT THE SPDBRAKES TO THE 20 DEG POS. THE APCH AND TOUCHDOWN WERE NORMAL, SLIGHTLY L OF CTRLINE AS PLANNED ON THE 1000 FT MARK. THE TRAILING EDGE FLAPS CUSHIONED THE WING DROP TO THE RWY. WHEN THE WING IMPACTED THE RWY THE ACFT VEERED TO THE R. I OBSERVED FULL L RUDDER AND AILERON BY THE CAPT AS THE NOSE OF THE ACFT CROSSED THE R EDGE OF THE RWY ONTO THE GRASS AREA AT 100 KTS. AS THE ACFT DECELERATED THE TURN BECAME MORE PRONOUNCED. AFTER STOPPING, THE FLC DID THE EVACUATION ITEMS AND EXITED THE ACFT AS CALLED FOR BY THE CHKLIST. ALL THE PAX DEPLANED IN APPROX 60 SECONDS WITH NO INJURIES. THERE WAS NO FIRE AND THE ACFT SUSTAINED MINIMAL DAMAGE. NTSB HAS CLASSIFIED THIS AS AN INCIDENT. PENDING FURTHER INVESTIGATION THE COCKPIT CREW HAS BEEN RELEASED FROM FLT STATUS UNTIL FURTHER NOTICE. IN MY OPINION, THE MECHANICAL FAILURE OF THE HYD SYS SOMEHOW PREVENTED THE R MAIN LNDG FROM EXTENDING MANUALLY. (TKOF CONFIGN AND ENTIRE FLT WAS DONE AT FLAPS 15 UNTIL LNDG WITH FLAPS 40 ELECTRICALLY).

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.