Commercial Fixed Wing
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Training / Qualification; Workload; Situational Awareness; Communication Breakdown; Distraction
Deviation / Discrepancy - Procedural Published Material / Policy; Inflight Event / Encounter Unstabilized Approach
Flight Crew Executed Go Around / Missed Approach; Flight Crew FLC complied w / Automation / Advisory
Environment - Non Weather Related; Human Factors
Turning for a 7 to 8 NM final from left base to Runway XX with aircraft configured flaps 20; PF established aircraft on ILS Runway XX GS and LOC for visual approach. PM made a VFR traffic call for an 8 NM final landing Runway XX. Another jet on the ground at ZZZ made multiple calls for a radio check and the PM responded he could hear the jet loud and clear. PF called autopilot off; and request the visual approach for Runway XX in the FMS. The PM entered the Runway XX visual approach into the FMS.  PM made a 5 NM final call on CTAF. The jet on the ground informed the PM they were taxiing on Runway XX and would clear the runway prior to aircraft landing and then engaged the PM in a conversation about their inability to contact ATC Clearance. PF called flaps 30 and flaps 45 and slowed the aircraft on speed and Glide Slope. PM read the before landing check and at the LANDING GEAR DOWN call both the PF and PM noted the lack of DOWN 3 GREEN on the display panel and then visually checked the gear handle and noted it was in the up position. This occurred at about 1;100 feet HAT and was follow by the gear horn going off. PF immediately began a go-around and made call outs PM preformed G/A TO actions and traffic calls. The aircraft descended to 900 to 1000 HAT before entering the upwind for Runway XX and performed an uneventful left traffic pattern landing on Runway XX.This was my first day back from a month of leave and my Captain had also recently returned from leave. Rust may have been a factor. Additionally; we were flying at a high altitude airport with terrain at night with no Tower. There was definitely a communication break down and I was tasked saturated and should have let the Captain know I was in the red; and I could have missed the gear call. The final distraction was the jet on the ground taxiing on Runway XX where they should not have been; and fixation on them clearing the runway and engaging in a conversation about contacting ATC to get their IFR clearance was also a factor taking my awareness outside the aircraft.In the future I need to be more aware of my saturation level and communicate this correctly to my captains and avoid engaging in extraneous ground communications with other aircraft. Also; I need to visually and verbally verify my actions and confirm call outs by myself and other pilots regardless if I am PM or PF and verbally verify ambiguous calls or situations.
Air Carrier First Officer reported an unstibilized approach and cited not using SOPs and missing call outs from the Captain as contributing factors.