Narrative:

On approach (copilot flying) we had been slowed to 140 KTS for sequencing to runway 8R den. We were initially told to fly ILS DME 18R approach. Aircraft ahead of us was told that they (approach) had a G/south warning bell. Said aircraft requested a localizer only approach. As we approached the OM approach cleared us for an ILS DME 2 converging 8R. I now had to get the new approach plate out to reset new DH minimums. At 500' radar altitude, we broke out of the clouds and at the same time received a pullup warning. For just a second I thought it might be related to a bad G/south, which had been overheard earlier. Then I realized the gear had not been extended and decided it was too close to commence the landing. We initiated a go around at approximately 300' and simultaneously the tower, not seeing our gear, stated so and requested a go around. The fact that there was a possible bad G/south and approach changing our approach procedure near the final fix had a bearing on the gear being missed. Looking for the new approach plate and backing up to the approach check to reset DH minimum distracted us from continuing with landing check. The radar altitude being our back up worked. It indicated we were not in the proper landing mode. The slight delay after the warning was the fact it also indicates excessive G/south deviation. There were no problems on go around and landing. Callback conversation with reporter revealed the following: the FAA is investigating the incident. They were pulled out of the holding pattern 15 mins before the EAC time and were scrambling to catch up. Reporter said they were told to go around while at about 5600' MSL. Captain and first officer discussed reason for go around and thought it might be because of G/south alarms or aircraft on the runway. Reporter said that incident made newspapers claiming that aircraft almost scraped their antennas on the runway. He says that is not the case and that he believes the report came from pilots of another airline who hope to harass his air carrier. His report showed a ceiling of 300', but he said that the WX was improving rapidly and the ceiling was much better than that at the time of the go around. He said that the captain had decided to begin a go around just as the tower called for one. The captain's decision was based on the fact that they were behind the program and not on a stabilized approach. Reporter added that if they had extended the gear at that time and continued with the approach, a normal landing would have resulted.

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Original NASA ASRS Text

Title: ACR LGT CONTINUED IAP ILS APCH TO 500' WHERE GPWS ALERTED THE FLT CREW TO THE FACT THAT THEY HAD FAILED TO EXTEND THE LNDG GEAR. GO AROUND COMPLETED TO LNDG.

Narrative: ON APCH (COPLT FLYING) WE HAD BEEN SLOWED TO 140 KTS FOR SEQUENCING TO RWY 8R DEN. WE WERE INITIALLY TOLD TO FLY ILS DME 18R APCH. ACFT AHEAD OF US WAS TOLD THAT THEY (APCH) HAD A G/S WARNING BELL. SAID ACFT REQUESTED A LOC ONLY APCH. AS WE APCHED THE OM APCH CLRED US FOR AN ILS DME 2 CONVERGING 8R. I NOW HAD TO GET THE NEW APCH PLATE OUT TO RESET NEW DH MINIMUMS. AT 500' RADAR ALT, WE BROKE OUT OF THE CLOUDS AND AT THE SAME TIME RECEIVED A PULLUP WARNING. FOR JUST A SECOND I THOUGHT IT MIGHT BE RELATED TO A BAD G/S, WHICH HAD BEEN OVERHEARD EARLIER. THEN I REALIZED THE GEAR HAD NOT BEEN EXTENDED AND DECIDED IT WAS TOO CLOSE TO COMMENCE THE LNDG. WE INITIATED A GO AROUND AT APPROX 300' AND SIMULTANEOUSLY THE TWR, NOT SEEING OUR GEAR, STATED SO AND REQUESTED A GO AROUND. THE FACT THAT THERE WAS A POSSIBLE BAD G/S AND APCH CHANGING OUR APCH PROC NEAR THE FINAL FIX HAD A BEARING ON THE GEAR BEING MISSED. LOOKING FOR THE NEW APCH PLATE AND BACKING UP TO THE APCH CHK TO RESET DH MINIMUM DISTRACTED US FROM CONTINUING WITH LNDG CHK. THE RADAR ALT BEING OUR BACK UP WORKED. IT INDICATED WE WERE NOT IN THE PROPER LNDG MODE. THE SLIGHT DELAY AFTER THE WARNING WAS THE FACT IT ALSO INDICATES EXCESSIVE G/S DEVIATION. THERE WERE NO PROBS ON GO AROUND AND LNDG. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING: THE FAA IS INVESTIGATING THE INCIDENT. THEY WERE PULLED OUT OF THE HOLDING PATTERN 15 MINS BEFORE THE EAC TIME AND WERE SCRAMBLING TO CATCH UP. RPTR SAID THEY WERE TOLD TO GO AROUND WHILE AT ABOUT 5600' MSL. CAPT AND F/O DISCUSSED REASON FOR GO AROUND AND THOUGHT IT MIGHT BE BECAUSE OF G/S ALARMS OR ACFT ON THE RWY. RPTR SAID THAT INCIDENT MADE NEWSPAPERS CLAIMING THAT ACFT ALMOST SCRAPED THEIR ANTENNAS ON THE RWY. HE SAYS THAT IS NOT THE CASE AND THAT HE BELIEVES THE RPT CAME FROM PLTS OF ANOTHER AIRLINE WHO HOPE TO HARASS HIS ACR. HIS RPT SHOWED A CEILING OF 300', BUT HE SAID THAT THE WX WAS IMPROVING RAPIDLY AND THE CEILING WAS MUCH BETTER THAN THAT AT THE TIME OF THE GO AROUND. HE SAID THAT THE CAPT HAD DECIDED TO BEGIN A GO AROUND JUST AS THE TWR CALLED FOR ONE. THE CAPT'S DECISION WAS BASED ON THE FACT THAT THEY WERE BEHIND THE PROGRAM AND NOT ON A STABILIZED APCH. REPORTER ADDED THAT IF THEY HAD EXTENDED THE GEAR AT THAT TIME AND CONTINUED WITH THE APCH, A NORMAL LNDG WOULD HAVE RESULTED.

Data retrieved from NASA's ASRS site as of August 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.