2022-06 · NASA ASRS report 1911504
A320 flight crew reported landing gear failed to report extended on gear selected down. The flight crew requested priority handling and performed a go-around. After running the check list and QRH procedures; they performed a fly by to ascertain the landing gear condition. The flight crew made a precautionary landing and were towed to the gate with landing gear pins installed.
Aircraft X. I was the Pilot Monitoring (PM) on this leg. Uneventful descent into ZZZ. We were vectored for a visual approach XXR and at some point cleared for the visual. We backed this up with the ILS XXR. Just prior to G/S intercept the gear was selected down. Shortly thereafter we got a Master Warning and ECAM L/G not down locked. This was confirmed by the red nose gear light and both LGCIUs red on the wheel page. At this point I ordered go-around so we could deal with this at a higher altitude. Got a vector and 4;000 ft. once we were stabilized; I ran the ECAM. We selected flaps 2 and 180 kts. We recycled the gear and still had an unsafe nose gear indication. At this time we requested priority handling and requested Airport Rescue and Firefighting (ARFF) to be standing by. Flight Attendant (FA) A was briefed after the go-around and after the ECAM procedure. Passengers were also informed after the go around and later again what our situation was. The COMMs were run by me and also the landing with abnormal gear. At this point we switched Pilot Flying (PF) PM duties.We needed to burn fuel and we decided to begin the approach with about 5000 lbs. We stayed at flaps 2 and 180 kts and gear down to burn the fuel down. During this we elected to do a Tower fly by at 1;000 ft. AGL on Runway XYR. At Delta; a crew waiting for take-off reported that the gear looked normal. We requested vectors for Runway XYL. Runway XYR is the longer runway but it has major construction at the roll out end on the right side. We felt it could potential be danger for the passengers if an evacuation was needed. Also ARFF might be hindered. The approach to runway XYL was flown by me and I elected to use manual thrust to better control the touch down. VLS was 122 kts. Touch down was smooth and as the nose started to come down we shut engines off. We had started the APU in the air. We roll out to the last 1;500 ft. and stopped close to the end truck. The confirmed no damage; told the passengers to remain seated at this time. Maintenance came and pinned the gear and towed us to the gate. After the passengers were gone we debriefed with the FAs.
Aircraft X. I was the Pilot Flying on A/C X ZZZ1-ZZZ. Name was the Pilot Monitoring. On the visual approach to XXR at ZZZ; after selecting gear down; we got L/G NOT DOWN/LOCKED warning and associated ECAM for the Nose Gear. We executed a go-around and received delay vectors. We executed ECAM action and COM action; and after the gravity extension was executed the warning persisted and both LGCIUs indicated red and the landing gear position indicator also indicated red. At this point; Pilot Flying (PF) and Pilot Monitoring (PM) rolls were exchanged accordingly throughout the remainder of the flight to properly balance workload and pilot tasks. We requested priority handling with ATC and requested Air Rescue and Firefighting (ARFF) upon arrival. Proper communication was made to the Flight Attendants (FAs) and passengers in regards to the situation; what was going on; and what to expect. Positive contact was made with Dispatch; as well as ZZZ station ops who relayed information to ZZZ maintenance personnel. An attempt was made to reach maintenance via AIRINC; however this was unsuccessful most likely due to low altitude.We were tankering fuel; so we took delay vectors for some time in order to land at roughly 5;000 lbs FOB. We conducted a low approach on Runway XYR at approximately 1500 ft. MSL. We did this to allow personnel in the Tower then verify if the gear appeared down. After the low approach; Tower Controllers and another air crew holding short of XYR relayed that the nose gear appeared to be in normal configuration. Although XYR is the longest runway; we elected to land on XYL. XYR has significant construction within the vicinity of the departure end of the runway as well as traffic awaiting departure on Taxiway Y at the time of arrival. XYL provided the least external danger to the landing; as well as sufficient runway. Prior to landing we started the APU.Name was the PF and executed the landing on XYL in compliance to the COM procedure for Landing with Abnormal Landing Gear (nose gear). Just prior to the nose gear touching down; both engine masters were selected off. We gently came to a stop with approximately 1;500 ft. of runway remaining. ARFF inspected the aircraft and deemed it safe with nothing out of the ordinary. We did not push Engine/APU fire push buttons and we did not discharge Engine/APU agents. Crew and passengers were ordered to remain seated. Maintenance personnel arrived at the aircraft and secured landing gear pins in the nose and main gear. We were towed to the gate and deplaned using normal procedure. Crew debriefed together after all passengers were off the aircraft.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.
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