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Post by maverick on Jun 28, 2011 9:09:57 GMT 1
I too am intrigued by this question.
I always assumed that it would be written in the flight procedures/check lists at what point the gear went down. eg - at 6 miles out, lights on, flaps whatever, tell the cabin crew to sit down, Gear down... etc. etc.
If that's not the case, what if they forget? Yikes!
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Post by maverick on Jun 28, 2011 9:14:42 GMT 1
. I was out side my home when a Cessna 172 type crossed Wallasey heading towards Seaforth so low I was concerned there was a problem then probably realised he was trying to remain in site of the ground as the sea mist/ low cloud was closing in from above and all around him. I assume this aircraft had his gear down and welded hopefully ;D ;D |
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Post by Monvillez on Jun 28, 2011 19:09:41 GMT 1
OK, having done a little digging on PPRuNe and general Googling I'm willing to concede that maybe the gear was deployed early to reduce speed. Looking at the tracks on Casper of some of the aircraft on their final approaches, they were arriving a little high and fast and you can see a noticeable drop in IAS when I think gear was deployed (which I would expect to be normal anyway).
However this now begs another question, why were several aircraft arriving with excess speed to scrub off? As I've already mentioned I've not seen any aircraft in this gear down configuration overflying my home location prior to Sunday.
Regards,
Garry
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Post by clifftop on Jun 28, 2011 20:27:20 GMT 1
Maybe the Scottish controller (pre-handover to LPL Approach) had swigged too much Red Bull.... Apparently... It gives you "Wii-iiinnggsss"!  ;D |
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Post by merseyflight on Jun 29, 2011 17:10:32 GMT 1
Company rules normally state that the gear must be deployed by 6nm or 2000ft at the latest. Sometimes if the Aircraft is high and fast, maybe because of a tailwind, deploying the gear early helps to slow the Aircraft down and get the height off. It is virtually impossible to slow an Aircraft down as well as descend. It maybe that some companies allow the deployment of the gear closer in, but I would not of thought it would be inside 5 miles. After all stabilisation usually occurs at a minimum of 500ft above Aerodrome elevation. Our company rules at Merseyflight (small training Aircraft) must be stable at 300ft. Which means gear down (I know its fixed), flaps set, an appropriate power setting and on profile. Its what we call the stable approach criteria, (SAC). If the SAC is not met the Approach is thrown away and a go-around is performed.
4.5 miles is a bit close for comfort and possibly against Standard Operating Procedures.
Hope this helps.
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Post by Biggles on Jun 29, 2011 19:23:03 GMT 1
"It is virtually impossible to slow an Aircraft down as well as descend "
My glider had set of spoilers which did exactly that when deployed and used properly. ?
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Post by john1958 on Jul 1, 2011 18:42:48 GMT 1
I'm in Huyton, but when they fly over me they are roughly 2500 feet up, normally the gear is still nicely tucked up in the belly.......i've been paying more attention since this thread started. It does seem that all the DHC8-400's of FlyBe are dropping their gear just as they clear my garden though.........seems strange that a prop drops its gear quite so early as this!!!!
John
:-)
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Post by merseyflight on Jul 1, 2011 18:56:06 GMT 1
Biggles
There is so much inertia with a heavy Jet that to slow down and go down is a real problem. It is one or the other I'm afraid.
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Post by Speke-EZY on Jul 2, 2011 21:16:23 GMT 1
With respect,I know some of you are pilots and I'm not,but aircraft performance varies greatly from type to type. Some such as Fokker 100/70s and most executive jets definitely CAN descend and slow down at the same time. Air traffic control often ask pilots to fly a specific speed on approach in order to space aircraft correctly in sequence. Regardless of handbook operating procedures these speeds must be achieved within safe operating parameters to avoid traffic conflicts. As a result some aircraft may be required to fly a faster or slower approach than normal. In an empty sky all aircraft would lower their landing gear at a given height or distance from the runway. At busy times this may have to be done earlier/higher or lower/later to achieve the speed required to fit in with other traffic.
Merseyflight,your figures have confused me. If your stable approach criteria have to be met by 300ft AGL,this is a little under one mile from touchdown on a three degree glidepath and slightly closer at Liverpool using three-and-a-half degrees. Why then do you suggest that achieving SAC at 4.5 miles would be marginal?
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;D 
