A319 flight crew reported the landing gear failed to extend during final approach. The flight crew executed a go around; extended gear manually; and landed at destination airport.
Synopsis
A319 flight crew reported the landing gear failed to extend during final approach. The flight crew executed a go around; extended gear manually; and landed at destination airport.
Narrative
While on approach to Runway XXL at ZZZ at about 1900 ft.; 170 kts; we lowered the landing gear handle and observed the 3 Red Gear Unlocked Arrows. We did not notice any noise from the extending gear and any speed reduction for the drag which should be occurring. At approximately 1400-1500 ft. we initiated a go-around (soft-go) and notified Tower we had an Unsafe Gear Indication. Tower instructed us to climb to 3000 ft.; runway heading. After the go-around the ECAM displayed landing gear gravity extension. I assigned the First Officer (FO); Pilot Flying and ATC duties; and that they should [request priority handling]. I began the Gravity Extension Procedure that just said to wait 120 seconds so I got the QRH out for the procedure and attempted to inform the Flight Attendants (FAs) but they didn't respond to my initial chimes. I also made a PA informing the passengers that we had gone around for a landing gear issue and would be working to extend the gear and that the aircraft would be getting loud with the gear extended. Before we returned to ZZZ; I proceeded with the QRH procedure for Gravity Extension and it was successful. We got 3 green lights and 3 green on the ECAM with the doors open. I then contacted the FAs and informed them that we had successfully lowered the landing gear; it was safe and locked and we would be returning to ZZZ for a precautionary landing. I then made another PA to the passengers also informing them that the landing gear was safe and locked and we were returning to land. We told ATC that we were ready to return and that we would be unable to clear the runway after landing and would require a tug. We then received radar vectors to final for Runway YYC and proceeded with a normal approach and landing to a full stop on the runway. I made a PA for everyone to remain seated and that Airport Rescue and Firefighting (ARFF) vehicles were going to be inspecting the aircraft.We did after landing and engine shut down checklist. We were then informed of an extended wait for the tug so I made a PA informing the passengers and told them that they could use the lavs but I would give 5 minute notice for when they needed to be seated. After the tug arrived; Maintenance installed all gear locks and tried for about 15-20 to raise the gear doors for tow; but were unsuccessful. We were then towed to the gate and completed aircraft shutdown. I want to acknowledge the performance of FO who did an outstanding job flying the aircraft and communicating with ATC allowing me to accomplish the checklist and inform the FAs and passengers of our progress; I was also impressed with the excellent job of FAs; when informed of our situation I appreciated their prompt understanding and knowledge.
Second reporter narrative
Upon approach to Runway XXL in ZZZ; everything was going as normal. I was the Pilot Flying and we were configuring the aircraft for landing at the FAF. I requested gear down and after the Captain lowered the gear; there was no audible indication that the gear was moving. Shortly thereafter; a Caution Message chimed that there was a landing gear disagree situation. A go-around was executed and vectors were provided by ATC. The Captain assigned me as Pilot Flying (PF) and to communicate with ATC while they performed the ECAM actions and QRH follow ups. A gravity gear extension worked perfectly. We [requested priority handling] with ATC but informed the cabin crew and passengers of a precautionary landing. The landing was uneventful except that we stopped on the runway as our nose wheel steering was INOP due to compliance with the ECAM actions. Airport Rescue and Firefighting (ARFF) was near the runway waiting for us and the runway was shut down while we waited for a Tow Team to pull us to the gate.After about 30 minutes of waiting on the runway; the Tow Team arrived with Airport Operations and Company Maintenance. At the request of Maintenance; I dropped the gear pins out of the cockpit. Maintenance was concerned about the gear doors rubbing the surface during the tow to the terminal and asked us to do abnormal procedures that I was confused with because of passengers still being on board. It was very clear that they were extremely concerned about the doors rubbing the surface. Everything that was done was at the direction of the Maintenance personnel who was connected to the aircraft via headset. Numerous announcements were made to the passengers by the Captain as well as communication to the Flight Attendants. We were eventually towed to the gate after being on the runway for 1 hour. Extended onboard delay procedures were complied with but not communicated to Dispatch. I will have to say that ATC; ARFF; Airport OPS; Maintenance; and the Flight Attendants all performed magnificently and I believe the passengers saw this as well.In my own words; this event was performed beautifully by everyone involved. It is because of our constant training that this actually felt like a routine event. Everyone was calm and I believe that is thanks to everyone in the Training Department. I would also like to thank the cabin crew manager for meeting us at the gate for checking on the whole crew's emotional well being. Landing Gear Issue resulting in Gravity Gear Extension; extended wait on the runway resulting in lengthy runway closure; extended wait on the runway resulting in an extended onboard delay; and abnormal non-published procedures directed by Maintenance personnel causing slight concern from flight deck crew. This event was performed beautifully by everyone involved. The 'what happens next' scenario kept playing over and over because this just doesn't happen all the time and it's not really talked about but common sense and good judgment guided us to a great outcome.
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Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.