Narrative:

It began after a very poor night's sleep in baltimore. The hotel we stay in is downtown and across from a fire station. I was coming down with the flu and the sirens were waking me up all night. I call operations for the 'numbers' and they informed me the aircraft would arrive around departure time because of maintenance. The aircraft was the worst we have. When it arrived I did not do an originating checklist (for the first flight of the day) and that's the only checklist that calls for a check on circuit breakers. We just did the turn-around checklist and missed the landing gear warning horn circuit breaker had been pulled. This circuit breaker gets pulled a lot because when ground power is hooked up the horn goes on. Anyway, we take off for jfk and land without problems, but I notice oil leaking from #1 engine. I call for maintenance to meet the airplane. The crew went inside while maintenance fixed a couple problems with the airplane. Another common practice for maintenance is to pull the landing gear circuit breakers, this is so the gear doors don't close on them while working on the plane, but, they don't always reset them. Again, we do the turn-around checklist which doesn't call for circuit breakers and were on our way. Now the landing gear warning horn and the landing gear select circuit breakers are pulled. We asked for all the short cuts we can get (to make up lost time) to get to baltimore as quick as we can. We were told to report the airport in sight. We picked it up about 4-5 mi out at 3000' and were cleared for a visual approach to hold short of an intersecting runway. We had to hurry to set up for the approach but the aircraft is a STOL aircraft and it's pretty easy to go from 200 KTS to a final approach speed of about 80 KTS. We weren't very concerned that we were too close, but we knew we would have to sink fast to make it. Flaps 15, gear down and checklist were called. The flaps 25 were called, the GPWS went off. Again, this happens in this airplane a lot because of the sink rate, and although it's a poor practice, it's common to just silence the horn. About 50-100' above the ground, I made one final gear check. It's not a required call, it's just something I always do and that's when I noticed the gear had failed to extend. A go around was initiated, circuit breaker reset and a landing made without any problems. Supplemental information from acn 123723: I believe this problem could have been noticed before we were on final approach, if it were not for the poor visibility in the cockpit and captain paying more attention to the checklist.

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Original NASA ASRS Text

Title: ACR MDT MADE VISUAL APCH TO RWY 22 AT BWI WITH GEAR UP. FLT CREW FINALLY SAW THAT THE GEAR WAS NOT EXTENDED AT 50-100' AND MADE GO AROUND. GEAR SELECTOR AND WARNING HORN CIRCUIT BREAKER HAD POPPED.

Narrative: IT BEGAN AFTER A VERY POOR NIGHT'S SLEEP IN BALTIMORE. THE HOTEL WE STAY IN IS DOWNTOWN AND ACROSS FROM A FIRE STATION. I WAS COMING DOWN WITH THE FLU AND THE SIRENS WERE WAKING ME UP ALL NIGHT. I CALL OPERATIONS FOR THE 'NUMBERS' AND THEY INFORMED ME THE ACFT WOULD ARRIVE AROUND DEP TIME BECAUSE OF MAINT. THE ACFT WAS THE WORST WE HAVE. WHEN IT ARRIVED I DID NOT DO AN ORIGINATING CHECKLIST (FOR THE FIRST FLT OF THE DAY) AND THAT'S THE ONLY CHECKLIST THAT CALLS FOR A CHECK ON CIRCUIT BREAKERS. WE JUST DID THE TURN-AROUND CHECKLIST AND MISSED THE LNDG GEAR WARNING HORN CIRCUIT BREAKER HAD BEEN PULLED. THIS CIRCUIT BREAKER GETS PULLED A LOT BECAUSE WHEN GND POWER IS HOOKED UP THE HORN GOES ON. ANYWAY, WE TAKE OFF FOR JFK AND LAND WITHOUT PROBLEMS, BUT I NOTICE OIL LEAKING FROM #1 ENGINE. I CALL FOR MAINT TO MEET THE AIRPLANE. THE CREW WENT INSIDE WHILE MAINT FIXED A COUPLE PROBLEMS WITH THE AIRPLANE. ANOTHER COMMON PRACTICE FOR MAINT IS TO PULL THE LNDG GEAR CIRCUIT BREAKERS, THIS IS SO THE GEAR DOORS DON'T CLOSE ON THEM WHILE WORKING ON THE PLANE, BUT, THEY DON'T ALWAYS RESET THEM. AGAIN, WE DO THE TURN-AROUND CHECKLIST WHICH DOESN'T CALL FOR CIRCUIT BREAKERS AND WERE ON OUR WAY. NOW THE LNDG GEAR WARNING HORN AND THE LNDG GEAR SELECT CIRCUIT BREAKERS ARE PULLED. WE ASKED FOR ALL THE SHORT CUTS WE CAN GET (TO MAKE UP LOST TIME) TO GET TO BALTIMORE AS QUICK AS WE CAN. WE WERE TOLD TO REPORT THE ARPT IN SIGHT. WE PICKED IT UP ABOUT 4-5 MI OUT AT 3000' AND WERE CLRED FOR A VISUAL APCH TO HOLD SHORT OF AN INTERSECTING RWY. WE HAD TO HURRY TO SET UP FOR THE APCH BUT THE ACFT IS A STOL ACFT AND IT'S PRETTY EASY TO GO FROM 200 KTS TO A FINAL APCH SPEED OF ABOUT 80 KTS. WE WEREN'T VERY CONCERNED THAT WE WERE TOO CLOSE, BUT WE KNEW WE WOULD HAVE TO SINK FAST TO MAKE IT. FLAPS 15, GEAR DOWN AND CHECKLIST WERE CALLED. THE FLAPS 25 WERE CALLED, THE GPWS WENT OFF. AGAIN, THIS HAPPENS IN THIS AIRPLANE A LOT BECAUSE OF THE SINK RATE, AND ALTHOUGH IT'S A POOR PRACTICE, IT'S COMMON TO JUST SILENCE THE HORN. ABOUT 50-100' ABOVE THE GND, I MADE ONE FINAL GEAR CHECK. IT'S NOT A REQUIRED CALL, IT'S JUST SOMETHING I ALWAYS DO AND THAT'S WHEN I NOTICED THE GEAR HAD FAILED TO EXTEND. A GO AROUND WAS INITIATED, CIRCUIT BREAKER RESET AND A LNDG MADE WITHOUT ANY PROBLEMS. SUPPLEMENTAL INFORMATION FROM ACN 123723: I BELIEVE THIS PROBLEM COULD HAVE BEEN NOTICED BEFORE WE WERE ON FINAL APCH, IF IT WERE NOT FOR THE POOR VISIBILITY IN THE COCKPIT AND CAPT PAYING MORE ATTN TO THE CHECKLIST.

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.