A320
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Flight Crew Last 90 Days 177; Flight Crew Total 2219; Flight Crew Type 1295
Aircraft Equipment Problem Less Severe
Flight Crew Overcame Equipment Problem
Aircraft
While acting as Pilot Monitoring; [on] ILS XXR; all systems were normal; and approach was stable and in the landing configuration (1;500 AGL); we received 'TOO LOW GEAR' at approximately 150 feet AGL. Prior to the GPWS alert; all indications were normal with the before landing checklist completed before 1;000 AGL; both landing gear lights and wheel page on lower ECAM indicated that landing gear was down and locked and GPWS did not annunciate descending through 750 AGL.We got the 'TOO LOW GEAR' warning and executed a go-around at that point. I looked at the lower ECAM and both LGCIU diamonds indicated the landing gear was down; but the normally 'green' landing gear lights were not illuminated. During the go-around; the landing gear retracted normally and all doors closed. During the climbout; we received an 'LGCIU 1' ECAM. The FO flew the airplane and assumed the radios once the go-around was complete and we were in clean configuration 10;000 MSL; 210 KIAS; heading 245 degrees. I ran the ECAM which directed me to turn the GPWS SYS switch the the 'OFF' POSITION.We decided to lower the gear (With LGCIU #2) at 12 miles to give us additional time just in case we had additional issues. When I placed the landing gear down; nothing happened; the landing gear did not extend. Due to our low fuel (approximately 4;000 LBS) status we elected to manually extend the landing gear. The landing gear extended without any lights on the landing gear panel; the lower ECAM indicated 3 green diamonds for LGCIU#2; amber for LGCIU#1; landing gear doors remained extended and 'Steering' was displayed in amber. The landing was uneventful and we slowly taxied to the gate area using differential braking/thrust we elected to be towed into the gate for the last 100 feet.
On final approach to Runway XXL at ZZZ we were configured and normal checklists complete according to normal Airbus visual approach profiles. At FAF as Pilot Flying I disengaged the Autopilot and Auto-throttles and hand flew the visual approach. At approximately 200' AGL we received the 'To Low; Gear' Aural Warning. We both noticed that there was no indication; red or green for all three; on the landing gear panel. Even though the gear had initially indicated down and we could hear the gear down we felt a go around was best course of action. CA XX_11 called 'Go Around'.  I initiated the Go around and gear was raised and seemed to work normally. We then received the LGCIU 1 Fault ECAM. At approximately 1000' AGL I reengaged the Autopilot and Auto throttles. CA XX_11 announced I would remain Pilot Flying; also work ATC communications; and he would work the ECAM and checklists. We advised ATC the reason for the go around was a maintenance item. We would need to work a checklist but could go ahead and be vectored for another approach. Checklist for the LGCIU 1 was short and we anticipated the gear would come down normally and we would use the indications on the Lower ECAM Wheel page. We also discussed the loss of Engine 1 thrust reverser and that I would use reverser 2 but only at idle thrust. Also discussed to lower the gear early in case of any further problems. Finals for runway XXL were then 25 to 30 miles in length. Considering fuel levels we planned to lower the gear on a 10 to 15 mile final. I remained Pilot Flying and CA XX_11 resumed ATC communications. When I called for Gear Down and Gear handle was lowered by CA XX_11 nothing happened. There was no change in the indications on the Lower ECAM Wheel page and no normal sound of the gear doors opening and gear lowering. I inquired if there was any mention of a gravity gear extension in the checklist. CA XX_11 said there was not. As Pilot flying I continued to prioritize my attention to flying the approach as CA XX_11 looked at the QRH checklist again; checked system pages and made sure the gear handle was in the proper position. CA XX_11 began the gravity extension and we could hear the gear doors open and verified the gear was down on the Lower ECAM Wheel Page. Touchdown was normal and smooth. Aircraft control was good even with the loss of nose wheel steering and reverser 2 was used at idle thrust. CA XX_11 took command of the aircraft prior to leaving runway center line and was able to steer the aircraft off using differential braking. CA XX_11 continued to taxi the aircraft south on taxiway F and asked if I was okay with him continuing to the ramp area. I responded I felt safe. Taxiway conditions were dry; there was not a strong crosswind; and he seemed to have no trouble controlling the aircraft using differential braking. Ramp crew was notified that we would be able to taxi to the gate area but did want to be towed into the gate.
A320 Crew reported that while on final approach with landing gear extended; a gear warning prompted a go-around. The crew manually extended the gear and landed.