Narrative:

Captain flying. Aircraft performed normal until time of fault on approach. I had set up for and briefed the visual approach to runway 26R. The aircraft was configured for flaps 3 landing per SOP. I commanded gear down; flaps three; landing checklist. The first officer moved the landing gear selector handle to the gear down position. The aircraft did not respond to the movement of the landing gear selector handle. The wheels page appeared on the lower ECAM as expected. The page showed all three gear up/locked with the gear doors closed. The words 'gear control' were in yellow across the middle of the screen. There were no aural warnings sounded. I commanded a go-around and instructed the first officer (first officer) to request vectors; for holding; to evaluate the problem.the first officer complied and we received vectors. We began working the issue per SOP. We found the issue to be an ECAM exception. The procedure; as listed in the QRH; was followed. I communicated to the a flight attendant that we were working an issue and I wanted them to review their procedures; 'normal landing expected'; as listed in the non-normal landing section of their manual. I told her I would get back to her in 10 minutes with further instructions. Following the QRH procedures; we were unable to lower the gear with the gear selector handle. The QRH directed us to manually extend the gear. At this time; I halted the QRH procedures and communicated with dispatch/ [maintenance]. I informed them of the need to manually extend the gear and that the aircraft was capable of steering and taxi. We agreed with [maintenance] that the aircraft needed to be towed to the gate with the gear pinned. Dispatch started to arrange for this. I then communicated with the flight attendants. I explained I was going to extend the gear manually; I expected a normal landing with towing to the gate. I then made an announcement to the passengers telling them we were going to extend the gear using an alternate procedure. I explained that I expected a normal landing but under these circumstances; airport fire and rescue always followed us down the runway and asked they not be alarmed by the airport equipment. I requested vectors back for the approach. We continued the QRH and extended the gear using the manual procedure. The gear extended and we received a 'down/locked gears door open' indication. Not sure as to why the gear had not responded to the gear handle. I elected to use a flaps full landing in-case of an unexpected evacuation. ATC vectored us in for a landing to 26R. Upon clearing us to land; they requested; if possible; we taxi clear of the runway as soon as possible. We landed and I cleared the runway to the left as requested. We stopped the aircraft on the taxiway and shut down both engines. I then made an announcement to the passengers that everything was ok but we were going to be towed to the gate. This is where we started to have small issues. The airport dispatched a super tug to tow us in. The tug crew was unable to pin the gear. As we were an xx flight the airport operations personnel kept going to the gates and the terminal to pick up the maintenance personnel. They could not understand that we were a xx aircraft and needed xx maintenance and equipment. Airport operations then brought [maintenance personal] to the aircraft [after some confusion]. The gear was pinned and we were towed to [the] gate. Maintenance determined that the landing gear selector valve had failed.

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Original NASA ASRS Text

Title: A321 landing gear failed to extent normally. The crew executed a go-around and extended the landing gear using the alternative procedure in the QRH and landed normally.

Narrative: Captain flying. Aircraft performed normal until time of fault on approach. I had set up for and briefed the visual approach to runway 26R. The aircraft was configured for flaps 3 landing per SOP. I commanded gear down; flaps three; landing checklist. The first officer moved the landing gear selector handle to the gear down position. The aircraft did not respond to the movement of the landing gear selector handle. The wheels page appeared on the lower ECAM as expected. The page showed all three gear up/locked with the gear doors closed. The words 'gear control' were in yellow across the middle of the screen. There were no aural warnings sounded. I commanded a go-around and instructed the First Officer (FO) to request vectors; for holding; to evaluate the problem.The FO complied and we received vectors. We began working the issue per SOP. We found the issue to be an ECAM exception. The procedure; as listed in the QRH; was followed. I communicated to the A flight attendant that we were working an issue and I wanted them to review their procedures; 'normal landing expected'; as listed in the non-normal landing section of their manual. I told her I would get back to her in 10 minutes with further instructions. Following the QRH procedures; we were unable to lower the gear with the gear selector handle. The QRH directed us to manually extend the gear. At this time; I halted the QRH procedures and communicated with dispatch/ [maintenance]. I informed them of the need to manually extend the gear and that the aircraft was capable of steering and taxi. We agreed with [maintenance] that the aircraft needed to be towed to the gate with the gear pinned. Dispatch started to arrange for this. I then communicated with the flight attendants. I explained I was going to extend the gear manually; I expected a normal landing with towing to the gate. I then made an announcement to the passengers telling them we were going to extend the gear using an alternate procedure. I explained that I expected a normal landing but under these circumstances; airport fire and rescue always followed us down the runway and asked they not be alarmed by the airport equipment. I requested vectors back for the approach. We continued the QRH and extended the gear using the manual procedure. The gear extended and we received a 'down/locked gears door open' indication. Not sure as to why the gear had not responded to the gear handle. I elected to use a flaps full landing in-case of an unexpected evacuation. ATC vectored us in for a landing to 26R. Upon clearing us to land; they requested; if possible; we taxi clear of the runway as soon as possible. We landed and I cleared the runway to the left as requested. We stopped the aircraft on the taxiway and shut down both engines. I then made an announcement to the passengers that everything was ok but we were going to be towed to the gate. This is where we started to have small issues. The airport dispatched a super tug to tow us in. The tug crew was unable to pin the gear. As we were an XX flight the airport operations personnel kept going to the gates and the terminal to pick up the maintenance personnel. They could not understand that we were a XX aircraft and needed XX maintenance and equipment. Airport operations then brought [maintenance personal] to the aircraft [after some confusion]. The gear was pinned and we were towed to [the] gate. Maintenance determined that the landing gear selector valve had failed.

Data retrieved from NASA's ASRS site 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.