ACFT EQUIP PROB. ACR MAKING A NO FLAP APCH HAS TO MAKE A GAR BECAUSE THE FLC FORGOT TO LOWER THE LNDG GEAR.

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DURING A NO FLAP EMER LNDG AT SFO DUE TO A FLAP COMPUTER MALFUNCTION; THE CAPT AND I WERE VERY BUSY BECAUSE WE WERE LNDG AT A HIGHER THAN NORMAL APCH SPD. SO WE SPECIFICALLY REQUESTED THE EMER VEHICLES BE CALLED OUT. WE ALSO HAD HVY JET TFC ON THE PARALLEL RWY. SOMEHOW WE BOTH MISSED THE 'GEAR DOWN/3 GREEN LIGHTS' VERIFICATION ON THE LNDG CHKLIST. I SAID IT OUT OF HABIT; BUT FAILED TO VISUALLY CONFIRM. THE CAPT ALSO WAS SO INVOLVED IN THE NO FLAP EMER THAT HE OVERLOOKED IT; TOO. WE DID NOT XCHK THE '3 GREEN LIGHTS' (THE ONLY VERIFICATION WE HAVE THAT THE GEAR IS DOWN AND LOCKED). IT WAS QUITE SHOCKING AT 200-400 FT AGL TO HAVE A GND CTLR NOTICE AND TELL US TO GAR; WHICH WE DID. WE KNEW IMMEDIATELY AS WE EXECUTED OUR GAR WHAT THE PROB WAS. HE WAS DEFINITELY OUR HERO. UNFORTUNATELY WE ALSO NEVER GOT ANY GEAR WARNINGS. MAINLY BECAUSE THE GPWS CIRCUIT BREAKER IS DISABLED DURING NO FLAP LNDGS. IT ALSO ELIMINATES ALL GEAR UNSAFE WARNINGS. THIS IS A PROC THAT WILL BE QUESTIONED BY ME; TO OUR TRAINING DEPT. (FOR INCORPORATION INTO TRAINING PROCS.) WE LANDED SUCCESSFULLY AFTER OUR GAR. IT WAS DEFINITELY AN EXPERIENCE THAT CHANGED MY LIFE. I REALLY PREVIOUSLY BELIEVED IT WOULD BE SO DIFFICULT TO DO IN AN EMB-120 WITH SUCH REDUNDANT SYS AND WARNINGS. I FEEL LIKE STRESS WAS A CONTRIBUTOR TO THIS INCIDENT. STRESS CAUSED BY THE UNSTABLE RELATIONS BTWN OUR PLTS UNION AND OUR COMPANY. ALSO THE MONOTONY THAT IS CAUSED BY FLYING THE SAME RTES OVER AND OVER AGAIN. ONE TENDS TO OVERLOOK NORMAL PROCS WHEN SOMETHING OUT OF THE ORDINARY HAPPENS.