on approach how do I know when is the correct time to lower flaps and landing gear?

one thing that would be important to know is what type of aircraft you are flying and also if you are flying in VFR or IFR conditions. lets look at a basic high performance single engine aircraft in VFR conditions for this example. when you are downwind from the landing and abeam the runways numbers, you would do your first notch of flaps and lower the landing gear. turning base you would use your 2nd notch of flaps and check to make sure your gear is down, and turning final you would use your 3rd notch of flaps and again check your landing gear is in the down position. this is a very simplified version but that is the just of it. If you were flying in IFR condition and flying an ILS approach, a general thought would be 1st notch of flaps over the outer marker, 2nd over the middle and 3rd as you exit into VFR conditions while the gear would come down at the outer marker i think. ( it has been a real long time since i shot an actual IFR ILS approach ) If you are flying a B737 this is obviously going to be different.Kyle

im flying the pmdg 747

im flying the pmdg 747

You have to read the Pmdg manual. The manual will state the speeds when to deploy flaps for that aircraft. Also understand lower the speed higher the flaps. runway length and Weight matters too. I personally do not fly the biggies am happy with the smaller ones.Check this link :http://www.b737.org.uk/flapspeedschedule.htm

The 747 tutorial calls for gear down when the glideslope indicator reaches one dot above intercept. In the NGX QRH, it depends upon the type of approach with the most usual being lower the gear when you get glideslope alive.

IRL with a smaller airplane, I set flaps 10 when outbound in full procedure, then gear down and flaps 25 when half dot high (or when suitable to follow glideslope) and full flaps at decision altitude when you see a part of the approach lights./Baudie

Best to download the POH - Pilot's Operating Handbook and take a look at p. 14 "ILS Approach - Coupled" on Chapter 10 "Procedures and Profiles" (p. 250 of the pdf file).Also you will find the

extremely helpful, if not essential! Warning: It's 90 minutes long!Remember, the biggest problem for landing the 744 is slowing it down, so start to "dirty-up" the aircraft aerodynamically well before reaching your destination, so you are at 180 knots and Flaps 10 when you line-up with the ILS Localizer, and when GS - Gliode Slope alive Flaps 20 then Gear down (to keep the warning horn silent). Essentially as you slow down you can set more flaps, and as you set more flaps you can slow down some more. Keep repeating until you reach your Vref approach speed.Cheers,- jahman.

mmm.. I thought it was more about KIAS... I fly GA type stuff and I always lower my gear when I see the appropriate speed and if I need the extra drag to slow me down.

Looking out the window, most big jets put gear down before 5 miles and not earlier than 10 miles out, whether they're on a visual approach or an ILS etc... FWIW

Looking out the window, most big jets put gear down before 5 miles and not earlier than 10 miles out, whether they're on a visual approach or an ILS etc... FWIW

Exactly 5NM x 3 = 1500ft medium jets drop the gear most of the time just above 1000ft AGL, reason is not only drag but that many gear warnings come on below that altitude.With heavies you need to get the gear out latest at 1500-2000ft because due to the high inertia the gear drag isn't that noticable and you don't slow down that much with the gear extended.You need to be full established at 1000ft during an instrument approach and at 500ft during a visual approach

it is spesific for each aircraft. however, on approaching phase when an aircraft lose its speed, angle of attack tends to rise since lifting force is direct proportion to aircraft speed. therefore you can presume more or less what flap settings you should use by observing angle of attack.

I spend a lot of time flying heavies mostly 747 taking inertia into account I usually gear down and set to full established approach speed as early as possible once in level flight approaching glideslope, this may be influenced by approach route such as making a late turn etc.

 

You want to be set up and ready because if you're not ready and come in too hot you're going to struggle to bring the kias down to the required level, once I enter the glideslope I take full control of the thrust as this allows me to keep the speed and nose angle right.

 

Good thrust control allows you to control the nose angle and should only leave you requiring gentle use of the yoke when flaring for touchdown. There is a textbook method to it but I believe it's important to have everything in place to minimise the workload during final approach, i.e. you should only be focusing on speed (thrust) and nose angle (yoke) and descent rate during the final 1,000ft to avoid any mishaps.

Pringy88, you do realize you just necroposted a 5 year old thread to respond?

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