Sacamojus From United States of America, joined Dec 2006, 228 posts, RR: 1 Posted (9 years 1 month 2 days 13 hours ago) and read 8780 times:
I only fly two to three times per year so I am not an expert. I flew MCO to MHT with WN on Jan. 1st for a little skiing. As we were approaching MHT the gear came down before the any flaps were deployed. This is a first for me and was wondering if this was a normal procedure? Thanks
Paparadzi From Malaysia, joined Jan 2005, 202 posts, RR: 3
Reply 1, posted (9 years 1 month 2 days 13 hours ago) and read 8766 times:
On a normal approach the flaps are selected first before the landing gear. For example on the B734 flaps 1 and 5 are selected, then landing gear down, then flap 15 and 30/40 (landing flaps). But sometimes when you're too high on the profile, the landing gear can be lowered early to create extra drag.
Rules are made for the guidance of wise men and the obedience of fools.
RootsAir From Costa Rica, joined Feb 2005, 4188 posts, RR: 36
Reply 10, posted (9 years 1 month 2 days 8 hours ago) and read 8316 times:
It happened when I flew from AMS to GVA last agust after a day of spotting in aMS.
It was an EasyJet flight. The funny aprt is that Alphafloor and I saw the pilot as we got out of the airport and we made him the comment . He sais "Ah, well noticed"
A man without the knowledge of his past history,culture and origins is like a tree without roots
AirWillie6475 From United States of America, joined Jan 2005, 2448 posts, RR: 1
Reply 16, posted (9 years 1 month 1 day 21 hours ago) and read 7282 times:
Quoting N243NW (Reply 15): Wow...I had no idea that the limit was this low. What would be a typical apprach speed on the EMB at normal landing
ERJ landing speeds are about 130 kts. I'm not quite sure how they get that low since ERJs don't have slats, efficient wing design I guess. CRJs tend to have a higher approach speed around 140kts because of the missing slats.
Flyer737sw From United States of America, joined Oct 2004, 140 posts, RR: 2
Reply 19, posted (9 years 1 month 1 day 20 hours ago) and read 6750 times:
This exact thing happened on our flight today going into San jose from Burbank(flt#1953)...The max gear extended speed is higher than that of a 1-5 degree flap setting...I believe on the 737-700 the max gear extended speed (Vlo) is 270KIAS while the max extended flap setting for 1-5 degrees is 250KIAS...So I am sure there speed was over 250, so the crew extended the gear to bleed off that excess airspeed till it dropped below 250, then they can start to extend the flaps...The flight was running about 10-15 minutes late on the depature end, but after getting a couple of direct intersections requests and a faster decent rate (I'm sure thats the reason for the gear comming down first)the crew was able to make up about 10 minutes which put us into the gate about 2 minutes late...I also noticed that the speed brakes were used on almost the whole decent...There is absolutely nothing wrong with what they are doing, its just they are tryin to convience you the passenger, for another ontime flight!!!
I hope you brought your golf clubs too...I left Cannon Mt on Jan 1, and it snowed 8 inches up there that day, but a couple days later when I was in Manchester, rain decimated any snow we had down south, not sure about up north...and when I left for MCO on the 5th, it was a balmy 40 degrees in the morning...
Blackbird From , joined Dec 1969, posts, RR:
Reply 22, posted (9 years 1 month 1 day 5 hours ago) and read 4573 times:
The gear can be used to bleed off excess speed.
This was more common in the old-days of prop flight, many aircraft often did use the gears as brakes, some of the ones with reversable props used reverse pitch in the air to slow down (for quick descents usually). The use of landing-gears for breaking was also to an extent used during the early jet era, since there was no 250-kt restriction below 10,000 feet, jetliners would often fly in at 320 - 350 knots.
-The 707 had speedbrakes and could deploy them, with throttles retarded down to 270-knots, hit the gear, retract the brakes along the way add a little power once slow enough, and then start lowering the flaps for landing.
-The DC-8 didn't have speedbrakes, so they would either wait until they slowed to 320-knots, or engage the reversers to speed up the process, then once at desired speed take her out of reverse, and then lower the gear (which was sturdier than the 707's). Once slow enough to extend the flaps, start configuring.
-The Convair 880 had powerful spoilers which could deploy up to 60-degrees to help slow down at high-speeds. It's main gears could also be extended using a lever behind the speedbrake lever, for use as brakes. The CV-880 always came in hot, usually around 400 knots, often well into the downwind leg, before chopping power to idle, and extending the gears, raising spoilers as necessary (rarely needed), speed would fall off pretty quick, and it wouldn't be long before they'd increase power a bit, and then start configuring for landing.
And it happens modern day sometimes with international airports like Tokyo Narita, London Heathrow (when traffic is light), and London Gatwick (when traffic is light), and into Stockholm Arlanda (when traffic is light), there is no speed restriction, and planes often come in fast, and probably climb-out fast if allowed. Modern jetliners like the older ones can often fly in at 320-350 kts (375-kts maximum for the 747-200) at low altitudes without major difficulty. Modern jets usually have more spoilers than the older jets (with the exception of the CV-880 though), which helps slow down quicker, but usually once you get slow enough to hang something out, it's either the highest flap setting or two, or the gear, (which in any case usually comes down fairly early on a fast approach). With gears down, drag increases dramatically allowing rapid deceleration.
Pilotaydin From Turkey, joined Sep 2004, 2539 posts, RR: 48
Reply 23, posted (9 years 1 month 1 day 5 hours ago) and read 4548 times:
hello there, did this coming from Munich 2 days ago, it was my leg and we were on a downwind for 24 in istanbul and the controller asked if we could take an early turn onto final and save about 15 mins of vectoring, we were at 12,000 and we had to get down to 3,000 for the final, so i turned to the captain and kinda asked/told him, gear down and V/S her to final?
he goes....your leg and gives me the knod lol it was awesome....putting the gear down at 12,000 must have made some people turn heads at the back, the 737 requires about 1 minute and 15 seconds OR 7.5 miles to slow down from 320 knots to 230 knots where we can put down flaps, we were at around 270 all the way down, she bleeds off airspeed like a BRICK...
i prefer putting gear down to speedbrakes, it rattles the airframe too much and people freak out in the back
no one freaks out when the gear comes down though, they like that LOL...
summary = gear down = greater V/S without speeding up = make our descent point
anyone who flies into istanbul as crew will know it's one of the toughest airports because there is no select system of vectoring
The only time there is too much fuel onboard, is when you're on fire!
JAGflyer From Canada, joined Aug 2004, 3740 posts, RR: 3
Reply 24, posted (9 years 1 month 1 day 4 hours ago) and read 4535 times:
Some airlines have different precedures. I know for example I notice LOT and Alitalia 767s frequently extend their gear early (shortly before they get on the ILS path). Maybe the pilots just like to fly fast and are hurrying to slow the plane down. They do have some flap but those 2 airlines have a habit of lowering the gear earlier.
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: Besides placarded gear and flap speeds there are a couple of lesser, but significant considerations. Passenger comfort: Extending gear at high speeds
: You didn't mention what type of airplane you were in, but in the ERJ sometimes the gear are extended early to burn off excess fuel. The ERJ has a fair
: Sorry man, standard procedure in the E-120 is flaps first. We often put the gear down first though to slow down.[Edited 2007-01-10 18:43:12]