Lfutia From Netherlands, joined Dec 2002, 3365 posts, RR: 31 Posted (12 years 1 month 2 weeks 2 days 7 hours ago) and read 2860 times:
Hello All! I would like to know at approximately how far in advance do you usually extend your landing gear? Do you mostly do ILS or Visual Approach? What is your usual landing speed and what are your flaps at before gear extention and after gear extention.
I usually do the Visual Approach and my gear comes down after I have been cleared for the Visual and just before I am contacting Tower. Before my gear comes down they are between 5 and 15 and after it depends if i feel like putting them at 30. I mostly land at 200 kts. and when i land the spoilers come up and flaps go to 40 along w/ thrust reversers and i stay on the runway until i am about 20-25 kts and make a turn off to the taxiway and then contact Ground.
Leo/ORD -- Groetjes uit de VS! -- Heeft u laatst nog met KLM gevlogen?
EAC_732 From , joined Dec 1969, posts, RR:
Reply 1, posted (12 years 1 month 2 weeks 2 days 7 hours ago) and read 2835 times:
I usually do the Visual Approach, and lower the landing gear when the runway comes into sight. My flaps are around 15-25 position, then lower to 30 or 40 degrees. I usually take 30 degrees of flap for landing as it generally makes the landing much smoother. Spoilers are armed at this point and speed is reduced to around 150-160 knots. Landing comes at a speed of 149 knots depending on the load and flap setting. Spoilers are deployed and reverse is selected. At around 65 knots I cancel reverse, and brake to around 10-15 knots. I turn on to the taxiway and contact ground. This is based on the Boeing 737-400.
NormalSpeed From , joined Dec 1969, posts, RR:
Reply 2, posted (12 years 1 month 2 weeks 2 days 6 hours ago) and read 2823 times:
I don't spend much time with the 737-400 on FS2k2--there are too many really good add-ons that I like to spend my time with (POSKY). I'm usually either flying a 767 or a CRJ.
That's all beside the point.
I learned an approach profile for a 737-200 as part of one of my college classes, which culminated in an hour in a real-life, full motion 737-200 simulator at FlightSafety (we had to go at night; Delta Airlines had it scheduled all day long). I use this approach profile on my 767s and CRJs, and it works just fine.
First of all, I don't usually like request visual approaches. However, sometimes it's unavoidable, because the airport doesn't have a precision approach, and FS2k2 ATC won't give you clearances to non-precision approaches (a weakness of FS2k2, in my opinion). In this case, I put the gear down when I get the runway in sight, as EAC suggested.
It's sort of a different story when on an ILS approach.
Shortly before the approach clearance, you should be at 170 kts and flaps 5. At localizer intercept, the gear comes down, flaps go to 15, speed brakes are armed, and slow to final approach speed. At glideslope intercept, flaps go to 30 (normal procedure for 737s call for flaps 30 for landing, not 40.) And thats it! Final approach speed depends on the airplane. For my 767s, I use 150 kts. For 737s, we used 140 kts. For a CRJ, I use 115 kts.
9V-SVA From Singapore, joined Aug 2001, 1861 posts, RR: 8
Reply 3, posted (12 years 1 month 2 weeks 2 days 1 hour ago) and read 2801 times:
I fly the Boeing 777 with PSS panel. I mainly do ILS approaches, but if there is no ILS, I do visual. I set my flaps to 25 before turn to intercept ILS, doing about 165 kts. When I'm established, I drop flaps to 30 and slow to 150kts, lowering gear at same time. About 3 miles out, I slow to final approach speed(about 140kts). On landing, I engage Autobrakes 2/3 and idle reverse, canceling reverse out at 65 kts.
Jwenting From Netherlands, joined Apr 2001, 10213 posts, RR: 18
Reply 4, posted (12 years 1 month 2 weeks 1 day 11 hours ago) and read 2759 times:
Landing speed: depends on aircraft. Anything between 15 knots and 150 as a general rule for the things I fly (which range from ultralights to jetliners and everything in between).
ILS/visual: depends on aircraft, airport, weather, my mood at the time.
Flaps before/after gear extension: anything from 0 to maximum, again depending on aircraft, weather, etc.
Given that I fly aircraft with fixed gear and sometimes no flaps...
Mr.BA From Singapore, joined Sep 2000, 3423 posts, RR: 22
Reply 6, posted (12 years 1 month 2 weeks 21 hours ago) and read 2730 times:
How there's no fixed way on how to go through an ILS approach for me. Every different flight you'll experience a different traffic pattern, ATC restrictions, amount of traffic... etc. For example, you might be asked to maintain 180 knots until 5 DME before resuming normal approach speed. I'm sure your flaps can't be at landing configuration. Many factors contribute
GE From Singapore, joined Mar 2000, 320 posts, RR: 6
Reply 7, posted (12 years 1 month 2 weeks 16 hours ago) and read 2717 times:
I agree completely with Mr.BA. Many factors dictate your approach configuration.
I fly the PSS A320.
In optimal conditions and without ATC restrictions, I will slow down from 250 knots to green dot speed (usually 210kias depending on weight) about 22nm away from runway. At 15nm, I should have slowed down to green dot speed and I will start throwing out flap 1. This is also about when I will intercept the localiser, if I am flying an ILS approach.
A320 standard procedure is to intercept localiser before glideslope for an ILS approach.
Flaps 2 and 3 will be used about 8-12nm away, depending on situation/speed. Flaps full and gear down will be selected at about 5miles out. This is also about when you should intercept the glideslope (note that this depends on the iap approach chart provided by airport: they will tell you at what height you should intercept glideslope).
I try to fly a visual approach as much as possible, but when I have a higher workload I will keep the autopilot on longer and shoot an ILS approach. Sometimes a visual approach is very hard, that's when you have to rely on ILS.
Sometimes you have no choice but to land manually, like in high crosswind conditions. In low visibility you have to rely on autoland.
There is no 'usual' landing speed. A lot of factors dictate your approach speed. The a320 landing speed is between 130-150 KIAS. Approach speed will be higher when heavier, or when flying into a strong headwind or crosswind, or when you use flaps 3 instead of flaps full.
There really isn't any fixed rule when landing, you have to decide for yourself depending on current conditions.
NormalSpeed From , joined Dec 1969, posts, RR:
Reply 8, posted (12 years 1 month 2 weeks 10 hours ago) and read 2701 times:
I'd just like to mention that an indicated approach speed will always be the same for the given weight of the aircraft, regardless of wind direction, density altitude, etc, with the exception of wind shear/gusty conditions (Vref+ 1/2 the gust factor...)
Mon330 From United Kingdom, joined Nov 2000, 80 posts, RR: 0
Reply 9, posted (12 years 1 month 1 week 6 days 14 hours ago) and read 2692 times:
I mostly fly the PSS A320s whose target landing speed is usually 137-138kts with the fuel I have remaining from a flight. This varies according to weather conditions, but in calm weather this is suitable. I get the recommended approach/landing speed from the 'Perf' page of the MCDU.
Assuming I am executing an ILS approach, I fly at around 220kts until I'm about to intercept the localizer. Upon imminent capture of the ILS, I slow to 190kts and select flap 1 (or sometimes 2 at the same time, depending on how far out I am.) About 6-8 miles out, I slow to 150kts and lower landing gear and select flap 3. At this point, the glideslope has normally been captured, meaning I am flying down the glideslope and am aligned with the centerline.
Once I have received ATC landing clearance, I slow to my pre-decided landing speed (say, 138kts) using the autothrottle and select flap full (4). At this stage, if I have reasonable visual with the runway, I disconnect the autopilot and manually fly the approach and landing.
However, I leave the autothrottle in the SPEED gate throughout, and only take it out of that about 30-40ft above the runway, where it is put into idle for the flare. (I wouldn't advise using the autothrottle for the entire approach in the default FS2002 aircraft, because it is not precise or responsive enough to maintain an accurate, designated speed.) It is common practice in Airbuses to leave the autothrottle on throughout the entirety of the approach, and works very well with the PSS A320s. If you are a bit high, simply lower the nose like normal and the autothrottle will reduce power automatically; and vice versa if you are too low. This ensures that you land at the best speed.