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Gear Down  
User currently offlineSabenaA340 From , joined Dec 1969, posts, RR:
Posted (13 years 6 months 1 week 2 days 15 hours ago) and read 1682 times:

Hi folks!

Here are some questions for the pilots out there... When do you select gear down? Does this depend on the distance to the airport- eg not selecting gear down to reduce drag and fuel flow as long as possible? Speed? To slow aircraft down to be right on the glideslope? How do you anticipate speedwise before you select down? How much in knts do you actually loose when the gear is down? (eg with a 737) What about jets vs props?

Thanks,

SabenaA340

11 replies: All unread, jump to last
 
User currently offlineA319Pilot From United States of America, joined Apr 2006, 0 posts, RR: 0
Reply 1, posted (13 years 6 months 1 week 2 days 13 hours ago) and read 1596 times:

Each airplane has an appropriate speed and time to have its gear down. Usually you lower the gear in the downwind leg, as you go reducing the speed down to Vref for the landing flap config. In a straight-in ILS approach, you usually lower the gear not after passing the outer marker. Reducing the plane's speed using gear and flaps is in fact an art. The ideal approach is made with idle thrust, from the top of descent down to the final approach fix, where the plane should be full configured for landing, at its VREF and with the engines developing power. The "art" is to start the speed reduction in a mannet that the speed is slowly decreasing as you add flaps and gear. If you lower the gear too early, you'll have to add power to compensate for the increased drag, increasing fuel consumption.
In the Airbus, we usually start the speed reduction from 250 Kt at around 7 miles from the Outer Marker, or 12 miles from the runway. We first select flaps 1 at a speed below 230 Knots. Then when the speeed decays below 200 we select flaps 2. Then gear down, flaps 3 below 185 and flaps full below 177. The plane should be fully configured for landing at the final approach fix, or at final and no lower than 500 ft in a VFR approach.


User currently offlineIainhol From , joined Dec 1969, posts, RR:
Reply 2, posted (13 years 6 months 1 week 2 days 9 hours ago) and read 1568 times:

There really is no set rule about lowering the gear, however it is best to have it down before you go over the fence! I remember going into LAS once, and they ket me really high for a long time, so as soon as I was cleared to decend I dropped my gear and put some flaps in, however on the way bakc to SNA, made straight in for 19R which made my final about 20 miles! So I did not put it down until about 5 miles away as I really did not need to to create drag on that approach, but more to be able to taxi after I landed!  Smile
Iain


User currently offlineA319Pilot From United States of America, joined Apr 2006, 0 posts, RR: 0
Reply 3, posted (13 years 6 months 1 week 2 days 8 hours ago) and read 1559 times:

That's it Lain! Good judgement will always be the rule! The landing gear may be the only way to increase the drag once the flaps are lowered in some models of airplanes. Good planning and thinking in advance are the rule to operate in congested airspace, where the ATC can let you get high and fast on approach.

They say that some time ago an ATC controller asked the pilot of a jetliner to reduce its speed to 200 Knots and descend at 2500 ft/min. The captain said "Sorry, I can't descend with this speed and rate of descent" The controller said "Hey!! Use your speedbrakes!! " and the captain said "The speedbrakes are made to correct MY poor planning, not yours"  Smile/happy/getting dizzy


User currently offlineIainhol From , joined Dec 1969, posts, RR:
Reply 4, posted (13 years 6 months 1 week 2 days 8 hours ago) and read 1547 times:

>>The controller said "Hey!! Use your speedbrakes!! " and the captain said "The speedbrakes are made to correct MY poor planning, not yours" <<
LOL  Smile
Iain


User currently offlineC172Akula From Canada, joined Mar 2001, 1000 posts, RR: 4
Reply 5, posted (13 years 6 months 1 week 2 days 4 hours ago) and read 1530 times:

Sabena, all these replies seem to come from the "big boys", I'll give you a perspective from a small Piper Twin Commanche setting up for an ILS approach. Generally after being vectored in to intercept the localizer, we'll wait to see the glidescope indicator come down, when it is just above centered we perform a BUMPS check,
brakes
undercarriage
mixture
props
switches

by dropping the gear at that point there is enough drag that the little plane will begin to descend perfectly on the glidescope, with minor power adjustments.  Big thumbs up


User currently offlineIainhol From , joined Dec 1969, posts, RR:
Reply 6, posted (13 years 6 months 1 week 2 days 3 hours ago) and read 1514 times:

C-172 mine was not on an airliner, but a 172 RG, so that is probably the smallest plane with retracts! I have nevre heard of BUMPS, we always used GUMPBLES:
Gas
Under carrage
Mixture
Prop (although I normally left that till final or it got to loud)
Breaks
Lights
Engine Instruments
Seat belt
Also I guess you are new here so just want to welcome ya!

Iain


User currently offlineBryan Becker From United States of America, joined Mar 2001, 333 posts, RR: 0
Reply 7, posted (13 years 6 months 1 week 2 days 1 hour ago) and read 1509 times:

Well yes there are airports who have you put your gear down at a certian time. like Tokyo's New Airport and some other airports you have to have your gear down before you reach the coast to prevent ice blocks from falling and ECT.....................!  Smile

User currently offlineC172Akula From Canada, joined Mar 2001, 1000 posts, RR: 4
Reply 8, posted (13 years 6 months 1 week 2 days 1 hour ago) and read 1499 times:

Guess you got me beat, the 172 wins. As for the acronyms I'm sure flight instructors got a whole bunch of different ones, BUMPS is just one of thousands I'm sure. If your into the IFR stuff you know how many more come into play. And thanks for the welcome!
 Laugh out loud


User currently offlineJetguy From , joined Dec 1969, posts, RR:
Reply 9, posted (13 years 6 months 1 week 2 days 1 hour ago) and read 1505 times:

Q. How does a fighter pilot know when he's landed gear up?
A. It takes full power to taxi to the ramp.  Big grin


User currently offlineMr Spaceman From Canada, joined Mar 2001, 2787 posts, RR: 9
Reply 10, posted (13 years 6 months 5 days 7 hours ago) and read 1451 times:

Hi guys. What about some actual numbers with reguard to SabenaA340's question on how much airspeed you loss when you extend the gear. For example, when flying the Twin Commanche, C-172RG or the "big boys" aircraft, and your cleaned right up, how much airspeed will you loss if you dump ONLY the landing gear? I myself have always wondered about this.


"Just a minute while I re-invent myself"
User currently offlineIainhol From , joined Dec 1969, posts, RR:
Reply 11, posted (13 years 6 months 5 days 6 hours ago) and read 1441 times:

Spaceman it depends on so many things. You guys are always after fixed numbers whoever in this industry there are very few!
Iain


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