A319 flight crew reported landing gear doors did not close after gear extension for landing. The flight crew continued the approach to landing and used differential braking and symmetrical thrust to move off the active runway.
Synopsis
A319 flight crew reported landing gear doors did not close after gear extension for landing. The flight crew continued the approach to landing and used differential braking and symmetrical thrust to move off the active runway.
Narrative
Weather at ZZZ: 270/11; Unlimited Vis; 29.41'; FEW 5;000 ft. While completing Leg 3 of 3 Legs for the day from ZZZ1 to ZZZ in Airbus 319. I was Pilot Flying (PF); we were executing a Visual Approach; backed by the ZZZ ILS XXL. Approach vectored us for Left Base at 2;000 ft. MSL; we were cleared for the Visual Approach at; we descended to 1;700 ft. MSL and intercepted the LOC while in a Flaps 2 Config; at 170 KIAS; as we approach the Glide Slope; approximately 5 miles from Runway XXL; vicinity of ZZZZZ Int. The Pilot Monitoring (PM) lowered the Gear Handle; as requested; and we received a Caution Light and ECAM message the Landing Gear Doors (L/G DOORS NOT CLOSED). I continued flying and PM Checked the QRC; and ECAM steps; no actions were stipulated/required. The ECAM was showing all three Landing Gear down and 'green'; we were completed configuring. We confirmed proper configuration for landing. We concluded that the best course was to continue the approach. PM stated we would not have Steering upon landing; and informed ZZZ Tower of our status. The rest of the approach and landing was completed normally and safely. Upon reaching 60 kts.; as briefed; I transferred the controls to the Captain; who confirmed the tiller (steering) was not working. I informed ZZZ Tower we indeed did not have steering and we would attempt to clear the active runway. The Captain was able to use differential braking to clear the active Runway (XXL) onto Runway XY (not in use); this was coordinated with ZZZ Tower. We informed Company Operations of our situation; with assistance from Airport Authority (Command) and Company Tug (Ramp Crew) we were towed into Gate XX.
Second reporter narrative
ZZZ Weather: 10SM Few050 10C ~29.41 westerly winds ~10-15 kts. (from memory)Leg 3 of 3 for the day's sequence; it was the FO's (First Officer) leg. We departed ZZZ1 on time with an MELd APU system. Start; taxi; takeoff; climb; cruse; and descent were all normal. While on radar vectors flying 190 KIAS with Flaps 1 we were cleared the visual approach to XXL by ZZZ Approach. We slowed; configured flaps 2; intercepted the LOC and GS normally and then approach instructed us to and maintain 170 KIAS until 5 miles and to contact Tower. The FO commanded gear down and I selected the gear lever down; after gear extension all three indicators displayed down and green on the Landing Gear Indicator Panel; but I noticed the wind noise of the landing gear seemed audibly louder than normal; shortly after that the L/G DOORS NOT CLOSED ECAM alerted. I stated 'Your Aircraft' to the FO and assessed the situation. I reviewed the QRC for any immediate actions or exceptions; finding none I returned to the ECAM message which limited the airspeed to less than 250 KIAS; and instructed the crew to assess the increased drag and fuel burn penalty as well at the impact on range and climb performance; none of which were immediately pertinent to the situation. I noted to the PF (Pilot Flying) that none of the ECAM procedure's apply to our situation and felt that the appropriate action was to continue the approach and land as we were already in a safe landing configuration. The FO agreed. Continuing my global assessment I then reviewed the wheel system page and noted that our landing gear indicated down; but our doors did indicate fully open in amber as well the amber STEERING note below the nose gear.We completed configuration for a flaps full landing; ran the before landing checklist and checked in with Tower informing them we might have a nose wheel steering issue and it was possible we would have to stop straight ahead on the runway. Tower acknowledged and cleared us to land on XXL.The rest of the approach; flare; landing and deceleration were normal. At the '60 kts.' call out the FO transferred the aircraft to me. I continued braking straight ahead and after testing the nose wheel tiller determined the nose wheel steering was inoperative; I revered to rudder and differential braking to maintain center line control. Once we slowed to approximately 20-25 kts. I found I could sufficiently control the aircraft for a shallow 45 degree turn off. I stated we could clear Runway XXL and stop on Runway XY. Tower approved this request and using differential braking coupled with a modest increase of N1 on the number one engine allowed us to safely and smoothly clear the active runway and come to a complete stop on the Runway XY center line.We coordinated with Company Operations for a tug; while ZZZ Airport Operations escorted us across the field and to the gate. Shutdown and deplaning were normal and the ECAM was entered into the logbook. ASM (Aircraft Systems Manual) is not 100% clear on which aircraft will lose nose wheel steering with an associated gear door malfunction. It simply says: 'One some aircraft; the nose landing gear doors must be closed in order for the green hydraulic system to apply pressure to the actuating cylinder.' Update ASM to clearly reflect the effect of this malfunction on basic and enhanced aircraft.
More incidents for this aircraft family →
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.