B757-300
Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 133; Flight Crew Total 11844; Flight Crew Type 6460
Aircraft Equipment Problem Less Severe
General Flight Cancelled / Delayed; General Maintenance Action
Aircraft
Following a normal approach and landing on Runway 25L in LAX; I brought the reverser handles back and noticed that the left handle was not going all the way to the stowed position. We were holding short of Runway 25R at 'J'. The Tower cleared us to cross Runway 25R and ground control to gate. I taxied in; single engine; while FO (First Officer) XX_15 described the situation to Maintenance. Also; while we were taxing we noticed the level of the left hydraulic system was almost empty. Mechanics showed up to the cockpit and we further briefed them. They suspected a cylinder breaking on reverse activation expelling all the hydraulic fluid from the system. ATC did not make any observations upon landing or taxing into the gate.
Upon landing on Runway 25L in LAX and the 80 knots call was made to stow the thrust reversers; we were presented with several caution messages on the upper EICAS screen. The messages directed me to look on the overhead hydraulics panel. The indications present were all on the left side system; SYS PRESS; RSVR; L ENG PRESS; ELEC PRESS. The status page confirmed the RSVR indication by indicating a quantity of 0.13-0.16 with a RF indication present. As we vacated the runway the Captain stowed the spoilers and the upper EICAS gave a SPOILER FAIL indication. Subsequently; the Captain attempted to add thrust on both engines to make a right turn onto the taxiway and was unable to do so on the left thrust lever due to the inability of the system to stow the thrust reversers on the left engine. We continued our taxi to the gate and informed Maintenance. Maintenance was informed via the hub Maintenance frequency in which we found out the person answering the radio gave grossly inaccurate information to the mechanics and supervisors that met the plane. The Supervisor and Mechanic that came to the flight deck had been told that we had a hard landing; smoked the brakes; and had no brakes remaining to stop the airplane. That information is the farthest from the truth. The landing was one of the smoothest landings that I have encountered in the 757-300; and the landing roll out was no different than any previous landing. The issues mentioned above did not present themselves until the 80 kts. call was made. The Mechanic and Supervisor that met the airplane did confirm that the left thrust reverser was not in the stowed position and that there was a fluid leak present.
B757-300 flight crew reported left reverser handle would not go to the stowed position after landing.