Narrative:

On approach to ZZZ we were vectored onto final about 8 mi from airport (runway 3) and cleared for a visual approach on speed approximately 190 KTS and flaps 2 degrees. As we turned final; I called flaps 3 degree gear down; simultaneously tower cleared us to land. First officer set flaps to 3 degrees and we continued. I called for flaps to full and first officer set flaps to full; and we slowed to final approach speed. We both noticed that we had approximately 20 KT tailwind and brief discussion ensued. Tower was still reporting northeast wind at approximately 3 KTS. As we approached approximately 1000 ft I realized the landing checklist had not been completed; I scanned the instruments and ECAM and realized the gear was not yet extended. I instinctually called for gear down and handle was placed in down position. As gear was extending the 'too low gear' warning was activated and we executed a missed approach. We returned immediately for a normal landing on runway 3. As a side note; I would like to add that we had just flown an 8 hour day. The first turn was mexico city with thunderstorms en route and on the field before departure and then 3 rertes before and 1 en route; with extensive deviations to ZZZ. No excuses but just when I thought we were in the green; we were even deeper into the yellow; approaching red. As the captain; I should have double-checked all actions performed; and made sure checklists were completed in a more timely manner. I have been flying over 30 yrs always try to run as standard a cockpit as I possibly can; I do think fatigue; especially this day; played a large part in this incident. Extra vigilance during days idented as high workload. Though it was VFR and we were right at 1000 ft I should have just executed the missed immediately and not given the gear down command.

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Original NASA ASRS Text

Title: AN A320 PILOT FAILED TO LOWER THE LNDG GEAR UNTIL 1000 FT. A GAR WAS EXECUTED. FATIGUE WAS AN ISSUE; THIS WAS THE END OF AN 8 FLT HR DAY WITH TSTMS.

Narrative: ON APCH TO ZZZ WE WERE VECTORED ONTO FINAL ABOUT 8 MI FROM ARPT (RWY 3) AND CLRED FOR A VISUAL APCH ON SPD APPROX 190 KTS AND FLAPS 2 DEGS. AS WE TURNED FINAL; I CALLED FLAPS 3 DEG GEAR DOWN; SIMULTANEOUSLY TWR CLRED US TO LAND. FO SET FLAPS TO 3 DEGS AND WE CONTINUED. I CALLED FOR FLAPS TO FULL AND FO SET FLAPS TO FULL; AND WE SLOWED TO FINAL APCH SPD. WE BOTH NOTICED THAT WE HAD APPROX 20 KT TAILWIND AND BRIEF DISCUSSION ENSUED. TWR WAS STILL RPTING NE WIND AT APPROX 3 KTS. AS WE APCHED APPROX 1000 FT I REALIZED THE LNDG CHKLIST HAD NOT BEEN COMPLETED; I SCANNED THE INSTS AND ECAM AND REALIZED THE GEAR WAS NOT YET EXTENDED. I INSTINCTUALLY CALLED FOR GEAR DOWN AND HANDLE WAS PLACED IN DOWN POS. AS GEAR WAS EXTENDING THE 'TOO LOW GEAR' WARNING WAS ACTIVATED AND WE EXECUTED A MISSED APCH. WE RETURNED IMMEDIATELY FOR A NORMAL LNDG ON RWY 3. AS A SIDE NOTE; I WOULD LIKE TO ADD THAT WE HAD JUST FLOWN AN 8 HR DAY. THE FIRST TURN WAS MEXICO CITY WITH TSTMS ENRTE AND ON THE FIELD BEFORE DEP AND THEN 3 RERTES BEFORE AND 1 ENRTE; WITH EXTENSIVE DEVS TO ZZZ. NO EXCUSES BUT JUST WHEN I THOUGHT WE WERE IN THE GREEN; WE WERE EVEN DEEPER INTO THE YELLOW; APCHING RED. AS THE CAPT; I SHOULD HAVE DOUBLE-CHKED ALL ACTIONS PERFORMED; AND MADE SURE CHKLISTS WERE COMPLETED IN A MORE TIMELY MANNER. I HAVE BEEN FLYING OVER 30 YRS ALWAYS TRY TO RUN AS STANDARD A COCKPIT AS I POSSIBLY CAN; I DO THINK FATIGUE; ESPECIALLY THIS DAY; PLAYED A LARGE PART IN THIS INCIDENT. EXTRA VIGILANCE DURING DAYS IDENTED AS HIGH WORKLOAD. THOUGH IT WAS VFR AND WE WERE RIGHT AT 1000 FT I SHOULD HAVE JUST EXECUTED THE MISSED IMMEDIATELY AND NOT GIVEN THE GEAR DOWN COMMAND.

Data retrieved from NASA's ASRS site as of May 2009 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.