Narrative:

After turning final for the visual approach to runway xx at around 2;000 feet at 170 KIAS and flaps at 3; I called for gear down and shortly after; we received an left/G gear not down-locked ECAM. The captain (pm; pilot monitoring) called for a go-around which I executed and we informed tower we had a gear problem. I continued the go-around; leaving the gear extended and accelerated and called for the flaps to be retracted to 1. I maintained 170 KIAS and climbed to 3;000 turning to a southeasterly heading (130?) as directed by tower. I reengaged the autopilot and took over ATC radios as the pm captain began running the ECAM. Running the ECAM basically entails recycling the gear which was unsuccessful. We then proceeded to the left/G gravity extension checklist. This checklist basically involves turning the gear hand crank 3 turns to the mechanical stop. This was also unsuccessful. I reached down and verified the hand crank was at the stop.at this time; we initiated a 'dispatch call me' and the captain began discussing options with dispatch and [maintenance control]. During this; I inquired about fuel (I think we had about 6;200 pounds) and we decided we would burn down to 4;000 prior to landing. I also coordinated a flyby of the tower so they could see the gear. During that flyby; tower said the gear appeared down and straight.I did not hear much of the conversation with dispatch and [maintenance control]; but we then moved to the landing with abnormal gear checklist. The captain ran this while I maneuvered first in the tower pattern and then out to an extended final. As the checklist was finishing I mentioned we were getting close to 4;000 pounds; so we decided to take a turn to the runway. Since I had been flying we elected to have me do the landing which basically involves landing and holding off the nose until just prior to loss of elevator authority. We also discussed the need to maintain below 1;000 psi on the brake pressure during the stop. The checklist also mentions moving passengers aft; but since we were close to full that was not an option.I re-configured normal full flap and landed; holding off the nose and gently lowering it to the runway. The full stop was uneventful.after landing; fire and rescue met us as well as [company maintenance]. Upon inspection of the nose gear; maintenance informed us that it was not over center and they could not put the pin in to be towed to the gate. Initially we were going to put jack the nose up; but that was deemed too dangerous with passengers on board and the relatively gusty wind conditions. We then elected to put a jack under the nose to prevent collapse and deplane the passengers via 2L and air stairs and bus them to the terminal. All this coordination took well over two hours.

Related reports:

Google
 

Original NASA ASRS Text

Title: A320 First Officer reported landing with an unsafe gear indication.

Narrative: After turning final for the visual approach to Runway XX at around 2;000 feet at 170 KIAS and flaps at 3; I called for gear down and shortly after; we received an L/G Gear not down-locked ECAM. The Captain (PM; Pilot Monitoring) called for a go-around which I executed and we informed Tower we had a gear problem. I continued the go-around; leaving the gear extended and accelerated and called for the flaps to be retracted to 1. I maintained 170 KIAS and climbed to 3;000 turning to a southeasterly heading (130?) as directed by Tower. I reengaged the autopilot and took over ATC radios as the PM Captain began running the ECAM. Running the ECAM basically entails recycling the gear which was unsuccessful. We then proceeded to the L/G Gravity Extension checklist. This checklist basically involves turning the gear hand crank 3 turns to the mechanical stop. This was also unsuccessful. I reached down and verified the hand crank was at the stop.At this time; we initiated a 'Dispatch Call me' and the Captain began discussing options with Dispatch and [Maintenance Control]. During this; I inquired about fuel (I think we had about 6;200 LBS) and we decided we would burn down to 4;000 prior to landing. I also coordinated a flyby of the tower so they could see the gear. During that flyby; tower said the gear appeared down and straight.I did not hear much of the conversation with Dispatch and [Maintenance Control]; but we then moved to the Landing with Abnormal Gear checklist. The Captain ran this while I maneuvered first in the Tower pattern and then out to an extended final. As the checklist was finishing I mentioned we were getting close to 4;000 LBS; so we decided to take a turn to the runway. Since I had been flying we elected to have me do the landing which basically involves landing and holding off the nose until just prior to loss of elevator authority. We also discussed the need to maintain below 1;000 PSI on the brake pressure during the stop. The checklist also mentions moving passengers aft; but since we were close to full that was not an option.I re-configured normal full flap and landed; holding off the nose and gently lowering it to the runway. The full stop was uneventful.After landing; fire and rescue met us as well as [Company Maintenance]. Upon inspection of the nose gear; Maintenance informed us that it was not over center and they could not put the pin in to be towed to the gate. Initially we were going to put jack the nose up; but that was deemed too dangerous with passengers on board and the relatively gusty wind conditions. We then elected to put a jack under the nose to prevent collapse and deplane the passengers via 2L and air stairs and bus them to the terminal. All this coordination took well over two hours.

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.