Moderators: richierich, ua900, PanAm_DC10, hOMSaR
convair880mfan wrote:I remember reading somewhere that on some jetliners it is not recommended to lower gear and flaps at the same time as this places too much demand on the hydraulic system or for some other reason.
Flow2706 wrote:It is also considered good airmanship not to move the flaps and the gear at the same time to avoid peak loads on the green hydraulic system (this is also not a limitation/procedure, but is considered good airmanship).
convair880mfan wrote:I remember reading somewhere that on some jetliners it is not recommended to lower gear and flaps at the same time as this places too much demand on the hydraulic system or for some other reason. The Boeing 707? For pilots and those informed, what is standard operating procedure for your aircraft when it comes to lowering flaps and landing gear?
I watched a cockpit video of a 747 during approach and landing and the pilot flying the aircraft called out "Gear down flaps 20" so I am guessing it is okay to lower flaps and gear simultaneously on the 747.
GalaxyFlyer wrote:Saying “gear down, flaps 15”, doesn’t mean actually moving them simultaneously. For example, the gear needs to indicating green to avoid the flap warning, so there might be a slight delay on moving the flap handle.
RetiredWeasel wrote:Can't speak for other aircraft but for both the 747-200 and 400, 2 miles prior to the FAF or OM (or thereabouts for visuals), standard maneuver calls for 'gear down' flaps 20 (Assuming the flaps were already at 10 for maneuvering). It's done simultaneously. I don't recall any restrictions. After gear is down, then flaps 25, landing check.
convair880mfan wrote:I remember reading somewhere that on some jetliners it is not recommended to lower gear and flaps at the same time as this places too much demand on the hydraulic system or for some other reason. The Boeing 707? For pilots and those informed, what is standard operating procedure for your aircraft when it comes to lowering flaps and landing gear?
I watched a cockpit video of a 747 during approach and landing and the pilot flying the aircraft called out "Gear down flaps 20" so I am guessing it is okay to lower flaps and gear simultaneously on the 747.
CALTECH wrote:Then again, on some twins, there are no engine driven pumps for a hydraulic system, 767 has 2 electric pumps running the center hydraulics...
fr8mech wrote:RetiredWeasel wrote:Can't speak for other aircraft but for both the 747-200 and 400, 2 miles prior to the FAF or OM (or thereabouts for visuals), standard maneuver calls for 'gear down' flaps 20 (Assuming the flaps were already at 10 for maneuvering). It's done simultaneously. I don't recall any restrictions. After gear is down, then flaps 25, landing check.
On the B747, landing gear and flaps are on systems 1&4. As I recall, inboard flaps, body gear and nose gear are on the #1 system, outboard flaps and wing gear are on the #4. Between the 2 systems there are 4 pumps…2 eng driven, 2 air driven.
The pumps are, something like, 50gpm @ 3000psi, each. Plenty of fluid and power to move everything.
rfresh737 wrote:>From a bit of 737 sim time I’ve had in this is a standard call:
> at glide slope intercept: Pilot Flying calls “gear down, flaps 15”
That doesn't sound correct for a Boeing. You want flaps 15 once you're in the terminal area and you also have a target speed. As you come up on the glideslope, at one to two dots above you want to call gear down. This gives the gear time to extend and lock down before glideslope capture...because at glideslope capture you want to call landing flaps. This procedure is for all engines operating flying an ILS. A single engine approach and landing the procedure will be different.
RalphF
http://www.GMTPilots.com
rturner wrote:It may be different for Civilian Aircraft, but for Military jets ( i.e. the rhino) depending on the CASE of the recovery you would drop the gear and the flaps at the same time. The rhino also has only 2 Hyd systems as well, and has room to spare.
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rfresh737 wrote:>From a bit of 737 sim time I’ve had in this is a standard call:
> at glide slope intercept: Pilot Flying calls “gear down, flaps 15”
That doesn't sound correct for a Boeing. You want flaps 15 once you're in the terminal area and you also have a target speed. As you come up on the glideslope, at one to two dots above you want to call gear down. This gives the gear time to extend and lock down before glideslope capture...because at glideslope capture you want to call landing flaps. This procedure is for all engines operating flying an ILS. A single engine approach and landing the procedure will be different.
RalphF
http://www.GMTPilots.com
rfresh737 wrote:>From a bit of 737 sim time I’ve had in this is a standard call:
> at glide slope intercept: Pilot Flying calls “gear down, flaps 15”
That doesn't sound correct for a Boeing. You want flaps 15 once you're in the terminal area and you also have a target speed. As you come up on the glideslope, at one to two dots above you want to call gear down. This gives the gear time to extend and lock down before glideslope capture...because at glideslope capture you want to call landing flaps. This procedure is for all engines operating flying an ILS. A single engine approach and landing the procedure will be different.
RalphF
http://www.GMTPilots.com