Narrative:

On a flight from msp to geg, as the PNF, I failed to extend the landing gear at the correct time, and received an aural gear warning horn at approximately 800 ft AGL. During the flight, and when dispatched, the WX at geg was forecast, VFR with no alternate required. Therefore, we had sufficient fuel plus reserve with no alternate fuel when departing msp. En route WX updates indicated VFR conditions but during descent we received the geg ATIS and found there were snow showers moving through the area and visibility was reduced and continuing to deteriorate. I became concerned about our fuel state and began considering alternatives. On base turn, approach control advised us visibility was down to 1 SM with RVR 3000-4000 ft. While considering all these factors, the first officer (PF) called for 'gear down, flaps full, landing checklist.' still thinking about the WX and other contingencies, I accomplished the checklist, but failed to confirm the gear position. At approximately 1000 ft or less, I again scanned the panel noting the gear was still up. As I reached for the gear handle the gear warning horn sounded. I lowered the gear and extension was complete at 500 ft AGL. We made an uneventful landing. Causes: distraction, inattn and possible fatigue. We were completing a crew day of approximately 13 1/2 hours. Distraction: the WX deteriorating and a low fuel state with no alternate fuel. Inattn: accomplishing the checklist and not actually confirming the gear was in fact down and locked. Personal note: during my 34 yrs of military and civilian aviation, I have always had a technique to rechk the gear position inside the OM, 800-1000 ft AGL. This allowed me to catch the gear up prior to the horn sounding.

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Original NASA ASRS Text

Title: WITH DETERIORATING WX AND NO ALTERNATE FUEL, AN A320 PIC FORGETS TO LOWER THE LNDG GEAR ON HIS ACFT UNTIL CATCHING HIS ERROR AT 800 FT AGL ON AN ILS APCH TO RWY 3 AT GEG, WA.

Narrative: ON A FLT FROM MSP TO GEG, AS THE PNF, I FAILED TO EXTEND THE LNDG GEAR AT THE CORRECT TIME, AND RECEIVED AN AURAL GEAR WARNING HORN AT APPROX 800 FT AGL. DURING THE FLT, AND WHEN DISPATCHED, THE WX AT GEG WAS FORECAST, VFR WITH NO ALTERNATE REQUIRED. THEREFORE, WE HAD SUFFICIENT FUEL PLUS RESERVE WITH NO ALTERNATE FUEL WHEN DEPARTING MSP. ENRTE WX UPDATES INDICATED VFR CONDITIONS BUT DURING DSCNT WE RECEIVED THE GEG ATIS AND FOUND THERE WERE SNOW SHOWERS MOVING THROUGH THE AREA AND VISIBILITY WAS REDUCED AND CONTINUING TO DETERIORATE. I BECAME CONCERNED ABOUT OUR FUEL STATE AND BEGAN CONSIDERING ALTERNATIVES. ON BASE TURN, APCH CTL ADVISED US VISIBILITY WAS DOWN TO 1 SM WITH RVR 3000-4000 FT. WHILE CONSIDERING ALL THESE FACTORS, THE FO (PF) CALLED FOR 'GEAR DOWN, FLAPS FULL, LNDG CHKLIST.' STILL THINKING ABOUT THE WX AND OTHER CONTINGENCIES, I ACCOMPLISHED THE CHKLIST, BUT FAILED TO CONFIRM THE GEAR POS. AT APPROX 1000 FT OR LESS, I AGAIN SCANNED THE PANEL NOTING THE GEAR WAS STILL UP. AS I REACHED FOR THE GEAR HANDLE THE GEAR WARNING HORN SOUNDED. I LOWERED THE GEAR AND EXTENSION WAS COMPLETE AT 500 FT AGL. WE MADE AN UNEVENTFUL LNDG. CAUSES: DISTR, INATTN AND POSSIBLE FATIGUE. WE WERE COMPLETING A CREW DAY OF APPROX 13 1/2 HRS. DISTR: THE WX DETERIORATING AND A LOW FUEL STATE WITH NO ALTERNATE FUEL. INATTN: ACCOMPLISHING THE CHKLIST AND NOT ACTUALLY CONFIRMING THE GEAR WAS IN FACT DOWN AND LOCKED. PERSONAL NOTE: DURING MY 34 YRS OF MIL AND CIVILIAN AVIATION, I HAVE ALWAYS HAD A TECHNIQUE TO RECHK THE GEAR POS INSIDE THE OM, 800-1000 FT AGL. THIS ALLOWED ME TO CATCH THE GEAR UP PRIOR TO THE HORN SOUNDING.

Data retrieved from NASA's ASRS site as of July 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.