Narrative:

Upon extending the landing gear, the left main gear indicator was red, unlocked and a red indication of the left main gear indicator on the wheels page on the lower ECAM was also present. Captain was flying and took over communication and instructed me to go through airbus 320 company operational procedures. Recycled landing gear with unsuccessful results. Called company maintenance for assistance. No different procedures were offered. Emergency extended the landing gear with no change in status. Briefed the cabin crew, declared an emergency with ATC. Performed the emergency landing procedures. After all checklist were performed and the cabin was ready, an approach to runway 27 was performed. At the final approach fix the landing checklist was completed, and at that time the indicators read all 3 green gear down. The captain made a PA informing the passenger and crew that we should have a normal landing, that the indications were normal. Briefed the flight attendants that a normal landing would be made and that the briefed callout (brace for impact) would not be made. The landing was smooth on the right gear then the left touchdown was uneventful. I asked the captain if he had nosewheel steering and he did. He instructed me to cancel the emergency equipment and notify ATC that we would be able to taxi under our own power to the gate. Initially the problem was encountered at 210 KTS then the procedures were performed while at 185 KTS. The all green gear down indication occurred at approximately 140 KTS. A faulty landing gear control and interface unit was replaced and the problem was corrected by maintenance on the ground in san diego.

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Original NASA ASRS Text

Title: AN ACR A320 FLC HAD AN UNSAFE INDICATION ON THE L MAIN GEAR AND ALTHOUGH THEY ACCOMPLISHED THE OPERATIONAL PROCS SEVERAL TIMES THE GEAR DID NOT INDICATE DOWN AND LOCKED UNTIL THE ACFT WAS ON FINAL APCH FOR LNDG.

Narrative: UPON EXTENDING THE LNDG GEAR, THE L MAIN GEAR INDICATOR WAS RED, UNLOCKED AND A RED INDICATION OF THE L MAIN GEAR INDICATOR ON THE WHEELS PAGE ON THE LOWER ECAM WAS ALSO PRESENT. CAPT WAS FLYING AND TOOK OVER COM AND INSTRUCTED ME TO GO THROUGH AIRBUS 320 COMPANY OPERATIONAL PROCS. RECYCLED LNDG GEAR WITH UNSUCCESSFUL RESULTS. CALLED COMPANY MAINT FOR ASSISTANCE. NO DIFFERENT PROCS WERE OFFERED. EMER EXTENDED THE LNDG GEAR WITH NO CHANGE IN STATUS. BRIEFED THE CABIN CREW, DECLARED AN EMER WITH ATC. PERFORMED THE EMER LNDG PROCS. AFTER ALL CHKLIST WERE PERFORMED AND THE CABIN WAS READY, AN APCH TO RWY 27 WAS PERFORMED. AT THE FINAL APCH FIX THE LNDG CHKLIST WAS COMPLETED, AND AT THAT TIME THE INDICATORS READ ALL 3 GREEN GEAR DOWN. THE CAPT MADE A PA INFORMING THE PAX AND CREW THAT WE SHOULD HAVE A NORMAL LNDG, THAT THE INDICATIONS WERE NORMAL. BRIEFED THE FLT ATTENDANTS THAT A NORMAL LNDG WOULD BE MADE AND THAT THE BRIEFED CALLOUT (BRACE FOR IMPACT) WOULD NOT BE MADE. THE LNDG WAS SMOOTH ON THE R GEAR THEN THE L TOUCHDOWN WAS UNEVENTFUL. I ASKED THE CAPT IF HE HAD NOSEWHEEL STEERING AND HE DID. HE INSTRUCTED ME TO CANCEL THE EMER EQUIP AND NOTIFY ATC THAT WE WOULD BE ABLE TO TAXI UNDER OUR OWN PWR TO THE GATE. INITIALLY THE PROB WAS ENCOUNTERED AT 210 KTS THEN THE PROCS WERE PERFORMED WHILE AT 185 KTS. THE ALL GREEN GEAR DOWN INDICATION OCCURRED AT APPROX 140 KTS. A FAULTY LNDG GEAR CTL AND INTERFACE UNIT WAS REPLACED AND THE PROB WAS CORRECTED BY MAINT ON THE GND IN SAN DIEGO.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.