Narrative:

Approximately 19 mile final on the ILS; pilot flying (PF) called for gear down. Nose and left-main gear cycled correctly; showing a down and locked indication. However; the right main gear indicated the gear door was open but the landing gear was not down and locked. Shortly thereafter the ECAM warning asserted: left/G unsafe indication and left/G door not locked. PF and I elected to discontinue the approach and communicated our intentions to socal approach. They instructed us to continue tracking the localizer and overfly runway at 2000' MSL. We leveled off and overflew the field; while doing so the tower observed that in fact the right main door was open but the gear was not extended. When time and task level allowed; I performed the left/G unsafe indication QRH procedure which led me to the left/G gravity ext procedure. I performed this and was able to obtain a down and locked indication on the right main gear. I briefed the PF on the notes; emphasizing the gear doors would remain open for landing and we would not have nosewheel steering available. We discussed options for landing and stopping straight ahead on the runway or attempting to taxi clear utilizing differential braking. We elected to attempt the latter but communicated to ATC that we may not be able to make the turn and be prepared to tow us off the runway if necessary.we completed the QRH procedures; then reaccomplished the approach and before landing checklist. Brought the aircraft back around and landed without further incident. The PF was able to taxi clear of the runway using differential braking and we were able to taxi along taxiway a to the ramp where a tug was waiting to meet us. They towed us to parking and we departed the aircraft.a failure of the right main gear to sequence correctly and achieve a down and locked condition.I believe from an operational perspective we have checklists and procedures for this type of event; and we practice it in the simulator. It is rare; but occasionally systems fail and that is why we have procedures in place to prevent a more serious incident or accident. It is my opinion that operationally we could have done anything differently. Maintenance will have to perform their investigation to determine the mechanical cause of the failure.

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Original NASA ASRS Text

Title: An Airbus A300 First Officer reported the failure of the right main landing gear to extend normally. An alternate method was employed and a successful landing was accomplished.

Narrative: Approximately 19 mile final on the ILS; Pilot Flying (PF) called for gear down. Nose and left-main gear cycled correctly; showing a down and locked indication. However; the right main gear indicated the gear door was open but the landing gear was not down and locked. Shortly thereafter the ECAM warning asserted: L/G UNSAFE INDICATION and L/G DOOR NOT LOCKED. PF and I elected to discontinue the approach and communicated our intentions to SoCal Approach. They instructed us to continue tracking the localizer and overfly runway at 2000' MSL. We leveled off and overflew the field; while doing so the tower observed that in fact the right main door was open but the gear was not extended. When time and task level allowed; I performed the L/G UNSAFE Indication QRH procedure which led me to the L/G GRAVITY EXT procedure. I performed this and was able to obtain a down and locked indication on the right main gear. I briefed the PF on the notes; emphasizing the gear doors would remain open for landing and we would not have nosewheel steering available. We discussed options for landing and stopping straight ahead on the runway or attempting to taxi clear utilizing differential braking. We elected to attempt the latter but communicated to ATC that we may not be able to make the turn and be prepared to tow us off the runway if necessary.We completed the QRH procedures; then reaccomplished the approach and before landing checklist. Brought the aircraft back around and landed without further incident. The PF was able to taxi clear of the runway using differential braking and we were able to taxi along Taxiway A to the ramp where a tug was waiting to meet us. They towed us to parking and we departed the aircraft.A failure of the right main gear to sequence correctly and achieve a down and locked condition.I believe from an operational perspective we have checklists and procedures for this type of event; and we practice it in the simulator. It is rare; but occasionally systems fail and that is why we have procedures in place to prevent a more serious incident or accident. It is my opinion that operationally we could have done anything differently. Maintenance will have to perform their investigation to determine the mechanical cause of the failure.

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.