B787 Dreamliner Undifferentiated or Other Model
Flight Crew Instrument; Flight Crew Multiengine; Flight Crew Air Transport Pilot (ATP)
Flight Crew Total 18317; Flight Crew Type 772
Communication Breakdown; Situational Awareness
Deviation / Discrepancy - Procedural Published Material / Policy; Flight Deck / Cabin / Aircraft Event Other / Unknown; Inflight Event / Encounter CFTT / CFIT
Flight Crew Took Evasive Action; Flight Crew Became Reoriented
Procedure; Human Factors
Pilot Monitoring (PM) (First Officer) did not hear Pilot Flying (PF) (Captain) request for gear down; but did hear and comply with request to move flaps from 20 to 25. Subsequently; got warning horn. PM then realized that the gear had not been extended; queried the PF about the gear; [and] then extended the gear on PF direction. Aircraft was in night VMC; and as extending the gear corrected the issue (aircraft was still above 1;500 AGL); the PF decided to continue the landing.
I was pilot flying and cleared for a visual approach to RWY XXL in clear VFR conditions. Traffic on parallel RWY XXR was pointed out by Approach Control and we had traffic insight. I had the autopilot on and was in VNAV PATH with speed intervention on a left dogleg towards ZZZZZ; but in HEADING SELECT with a 230 degree assigned heading to intercept final by the approach controller. I had the First Officer set 7;000 Feet in the MCP for the FAF. I realized that the glideslope would be intercepted prior to the localizer due to the intercept heading and so I disconnected the autopilot and called for gear down; in order to slow from 180 knots to 160 knots and increase the rate of descent. However; the First Officer did not hear me call for gear down as she was distracted talking to Tower. I failed to monitor that she did not put the gear down; but I did notice the airplane was not slowing and I called for Flaps 25. This caused us to get the GPWS gear configuration warning horn and siren. I immediately realized that the First Officer had not put the gear down and called again for her to put the gear down. At this point we got a TCAS traffic proximity warning momentarily and I looked towards the parallel runway and saw the traffic was no threat. All sirens and warnings seized as the gear was now down and green and we were back on LOC and glideslope prior to 1;000 Foot call. We elected to continue and land as we were stable. After reviewing the flight manual I realize that SOP would have been to execute a go-around; since it was at night and we did get a GPWS gear configuration warning. We were at a sufficient altitude and prior to the FAF when the horn and siren went off and we both realized immediately why we got the warning; so that I felt it was safe to continue the approach. However; in the future I will execute a missed approach according to SOP if I get a GPWS configuration warning on approach.
B787 flight crew reported a GPWS alert when the gear had not been lowered when requested.