Date: 201606
Local time of day: 0601-1200
Location: ZZZZ.Airport, FO
Flight conditions: VMC
Light: Daylight
Aircraft: EMB ERJ 170/175 ER/LR
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Initial Approach
ATC / advisory: Tower ZZZZ
Aircraft component: Main Gear Tire
Component problem: Failed
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Distraction; Workload
Anomaly: Aircraft Equipment Problem Less Severe
Detector: Automation Aircraft Other Automation; Person Flight Crew
When detected: Aircraft In Service At Gate; In-flight
Result: Aircraft Aircraft Damaged; Flight Crew Landed in Emergency Condition; Flight Crew Took Evasive Action; Flight Crew Executed Go Around / Missed Approach; Flight Crew FLC complied w / Automation / Advisory; General Maintenance Action; General Police / Security Involved
Contributing factors: Aircraft
Primary problem: Aircraft

Narrative: On final approach; on schedule; I extended the landing gear. Once the extension was complete we received an EICAS message LG Lever DISAG; associated with the landing gear indicator showing that the right main landing gear was not indicating down. We performed the published missed approach for the ILS DME Two XX. While outbound on the 270 degree radial departure control vectored us for a different hold; 265 radial inbound 20 mile legs left turns at 5000 feet.While being vectored to that hold. The Captain (CA) transferred the controls and the radios to me while he went through the QRH procedures. He accomplished the LG Lever DISAG checklist which led him to the Abnormal Landing Gear Extension checklist. After both of these checklists did not yield a gear down indication I [advised] Approach and requested that Crash and Fire Rescue be standing by. The CA then completed the Partial or Gear Up Landing checklist. While we were holding I calculated and let the CA know that we had approximately 40 minutes of fuel left because with the gear down our fuel burn rate was substantially higher than normal. After completing these checklists we formulated a plan to perform a low approach so the tower could see if the landing gear was down; and then be vectored for an immediate approach to landing on runway 29; I communicated these plans with ATC; and the CA communicated our plans with the Flight Attendants. The CA took back flight controls and I stayed on the radios. We performed the low approach and the tower stated that our landing gear was down. We proceeded to go around with immediate vectors for landing. On the go around I notified the Flight Attendants that they have 3 minutes to prepare for a red emergency; that it was the right main landing gear that could possibly collapse so be careful about evacuation on that side. Once on our last approach I verified again with Tower that Crash and Fire Rescue were standing by then I made the Brace; Brace; Brace call at 1000 feet AGL. We used full flaps. The CA touched down on the left main gear and slowly lowered the airplane onto the right main gear followed by the nose wheel. It was an uneventful landing. Tower told us to exit the runway at D; after contacting ground we taxied to hold on H. With ground control I requested an inspection of the landing gear and requested them to get a tug to tow us to the gate as we had no nose wheel steering. I started the APU. After parking on H we received an ACARS message from dispatch to have the ground crew install the gear pins. We shut down the engines. Once the ground crew arrived I tossed out the ships set of pins to be installed. The tow to the gate was uneventful. We landed with approximately 2500 LBS of fuel on board. Once every passenger was successfully deplaned I performed the post flight walk around and assessed the damage. The right main landing gear inboard tire had thrown its rubber tread; damaging both gear down position sensors and also flap damage. Prior to departing I performed a thorough pre-flight check.




Synopsis: An EMB-175 EICAS alerted LG LEVER DISAGREE with a right gear indicating not down and locked. The crew entered holding; completed the QRH; but the gear indication remained unsafe. After an uneventful landing a shredded tire was found to have damaged the gear down sensor and flap.