Airbus Industrie Undifferentiated or Other Model
Flight Crew Commercial
Distraction; Situational Awareness
Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued New Clearance; Flight Crew Became Reoriented
Human Factors; Procedure
On final to runway 25L Tower asked if we wanted to switch to runway 25R for a visual approach and landing. I'm guessing we were about 3 or 4 miles out on final. We accepted their offer and the captain disconnected the autopilot; commanded flight directors off and started to maneuver the aircraft toward runway 25R. At that point I attempted to change the runway in the MCDU. I got distracted and wasted time looking for an ILS approach to that runway which did not exist. I ended up selecting an RNAV approach for that runway. However; this became a distraction to myself and the Captain because this was consuming valable time. He then asked for gear down; flaps 3; landing check. Shortly after we got a gear up warning on the ECAM. This occured about 900 feet AGL.  Shortly after the warning went away once the gear was down and locked. The captain quickly discussed the possibilty of a go around. We both quickly agreed to land since we were stable and fully configured with checklist complete just prior to the 500 feet 'gate' Everything after that was normal and uneventful.The runway change became a distraction because of time used to get the MCDU properly set up. Also looking for and choosing an aprroach (ILS; RNAV; VOR etc) became a distraction and wasted time. In hindsight it is apparent the best course of action would have been to remain on the orginal runway/approach as planned.
All normal with minimal traffic into PHX. Aircraft set up and briefed for 25L 20mi. Out requested Runway 26 (in secondary flight plan) was told unable. Hold 170 knots to 5 mi. final and complied; on profile; on Glideslope on LOC; on speed flaps 2 working out great! Approximately 3mi out tower asked if we could switch to Runways 25R for departing aircraft taking runway and accepted; [a] quick re-brief landing distance good 5;326 feet and autobrake good; med selected/ First Officer (FO) went heads down into MCDU to pull up app. For Runway 25R stated no ILS and I replied yes but there is an RNAV but that's ok; ' Auto Pilot off ; Flight Director off; Flight Path Angle (FPA)' as we are closing in on runway on PAPI; looking good- feeling good; contemplating good landing; FO still in MCDU I said that's ok I am on PAPI; he said RNAV is up if you want it/no we are good and tower stated 'cleared to land runway 25R ; aircraft on takeoff roll 25L ' checked altitude about 1;040 feet Radio Altimeter; (did not think I was behind aircraft!) First Officer now in the loop; I quickly stated - gear down; flaps three landing check; as gear was in transit we received configure warning. (scenario caught FO off guard) still on profile I stated standby for Go-Around if not stabilized- it worked out- 500 feet stabilized - spooled; on target; sink 700 feet on PAPI ; touchdown zone; normal landing.MUCH self-assessment by both of us waiting for purple line entry to our gate. We allowed the barriers that are provided to us to move out of alignment creating this scenario. Rushing to accommodate ATC; and in retrospect I told First Officers I was 'hinting' to come out of the box instead of firmly stating 'don't worry about MCDU'. He realized he spent too much time heads down- we got in a rush! ( he was trying to 'help' with app. aid) I am very diligent and aware of app. gate criteria and always adhere to it. We both agreed to our mistakes; replaying the 'easy approach' we had lined up; then allowing it to be crammed and rushed; allowing our resources and barriers to become unaligned.THIS WILL NOT HAPPEN AGAIN; if I receive a side step clearance of this nature in the future; aircraft configuration will become IMMEDIATE and unnecessary MCDU use will be cease;. realigning our provided barriers in our favor!
Airbus flight crew reports being offered and accepting a runway change to accommodate departing traffic. The First Officer becomes distracted with MCDU work and the Captain does not call for the gear until just prior to the 1;000 foot point. This results in a gear warning until the gear indicates green and the approach is continued to landing.