Narrative:

I was the pilot flying. Just outside the FAF on a visual approach I called for gear down. The pilot not flying placed the gear down and continued his flow. About the time he finished his flow we received a 'landing gear inop' caution light/tone. I looked at the landing gear indicator lights and saw only three red. No yellow no green. I decided to execute a go-around and the first officer told tower. This missed approach began approximately 5 miles southwest of the airport at approximately 2;000 ft and I believe the tower gave us a climb to 2;500 and a turn to 060. Leaving about 2;000 ft for 2;500 ft we executed the instruction. In doing so I oversped the flaps 5 limitation speed of 200 KIAS by about 5 KIAS. Post flight I entered a maintenance discrepancy into the logbook noting the same. After the missed approach we ran the 'landing gear inop' QRH; which called for a manual gear extension. The manual gear extension was successful with three green; three yellow and no red. We advised operations of our situation and asked them to relay the information to dispatch and maintenance. Per the checklist the nose wheel steering was made inoperative. Therefore; we notified operations and tower that we needed a tow to the gate. The landing was uneventful and I used a forward high speed to exit the runway and parked the plane for our tug. There was about a 45 minute delay at this point getting towed to the gate primarily because the nose wheel doors were released and the super tug could not hook up to the airplane with them deployed.

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Original NASA ASRS Text

Title: A Q400's gear failed to extend on final so the crew used the Manual Gear Extension QRH to successfully lower the gear and after a safe landing were towed to the gate.

Narrative: I was the pilot flying. Just outside the FAF on a visual approach I called for gear down. The pilot not flying placed the gear down and continued his flow. About the time he finished his flow we received a 'Landing gear inop' Caution light/tone. I looked at the landing gear indicator lights and saw only three RED. No yellow no green. I decided to execute a go-around and the First Officer told Tower. This missed approach began approximately 5 miles southwest of the airport at approximately 2;000 FT and I believe the Tower gave us a climb to 2;500 and a turn to 060. Leaving about 2;000 FT for 2;500 FT we executed the instruction. In doing so I oversped the flaps 5 limitation speed of 200 KIAS by about 5 KIAS. Post flight I entered a maintenance discrepancy into the logbook noting the same. After the missed approach we ran the 'Landing gear inop' QRH; which called for a manual gear extension. The manual gear extension was successful with three green; three yellow and no red. We advised Operations of our situation and asked them to relay the information to Dispatch and Maintenance. Per the checklist the nose wheel steering was made inoperative. Therefore; we notified Operations and Tower that we needed a tow to the gate. The landing was uneventful and I used a forward high speed to exit the runway and parked the plane for our tug. There was about a 45 minute delay at this point getting towed to the gate primarily because the nose wheel doors were released and the super tug could not hook up to the airplane with them deployed.

Data retrieved from NASA's ASRS site as of April 2012 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.