Just a quick question to those real life pilots here in the forum:When do you extend the landing gear?Are there any rules when you do so or do you just choose the moment you like?

Typically you do it when you start your final approach, for example when flying ILS you do it when you intercept the glide slope. Pilots sometimes will do it a bit earlier to manage their energy.

Typically you do it when you start your final approach, for example when flying ILS you do it when you intercept the glide slope. Pilots sometimes will do it a bit earlier to manage their energy.

Most pilots do it before they land. (grin)Tom Hibben

When I turn to final, that's when I extend the landing gear. If the final is a very long final, when I get close enough to intercept the glide slope, then I extend the gear.

Procedure in Emirates - upon glideslope capture - gear down and final flaps + landing checklist

Hi,On the A320 we set Flaps 2 when passing 2000feet AGL and after that gear down. this is for a decelerated ILS approach. On all NPA you'll need to be in final approach config before beginning the final decend.regards,

A rule I tend to follow is lower the gear on the second to last flap setting. Of course unless my speed is too high and the spoilers don't seem to be enough to drop the speed on their own, then I lower the gear earlier. Or you could do like the astronauts do on the Space Shuttle and wait until you are 500 feet above the ground.

A rule I tend to follow is lower the gear on the second to last flap setting. Of course unless my speed is too high and the spoilers don't seem to be enough to drop the speed on their own, then I lower the gear earlier. Or you could do like the astronauts do on the Space Shuttle and wait until you are 500 feet above the ground.

Really effective for belly landings.

What is used by the instructor I had on my time in the real simulator of 737-800 and that is the KLM procedure, is to set Flaps 15 and Gear Down upon glideslope alive (on the first dot of the scale from the top)

Gear down at the final approach fix or five miles whichever is closer.

One procedure I know of:ILS: One dot before glideslope captureNPA: 1 NM before Point of Descent Gear down Flaps 15 Speed ~ 150kts (737 cl)I think there are many different company procedures out there ;-)

Most pilots do it before they land. (grin)Tom Hibben

Lol Tom.Emanuel. At our company it is SOP to have the gear down, flaos 15 by the FAF. But do this. Be confirgured WAY out from the FAF. What I mean is be in landing configuration WELL ahead of time. So before you intercept the LOC have the gear down, flaps landing config. Then next time try gear down flaps 15 upon interception of the LOC. Then next time maybe flaps 5 before the LOC. What I am trying to get at is get used to this plane far enough out from the FAF that you can make corrections in time. As you get used to it and your comfort level start delaying the drag more. It took me a while to get used to the drag management on a jet. In no time, with enough landings, you will be dropping the gear .5 miles from the FAF and feel comfortable doing it. A couple hints with an NG. 1) the speedbrake its as near effective as you might think. 2) flaps 10 works dandy for adding drag (it extends the rest of the LEDs) without the additional noise and fuel burn of the landing gearJackColwill

Outer marker or glideslope intercept for me on most approaches. 45 degree downwind entry otherwise.. I'm talking about light aircraft, of course.

When on an ILS approach, gear is normally put down when established on the localizer.

Normally according to whom,? Sop at any airline I have known recommend gear down just before G/S intercept, they don't want crew burning extra fuel while dragging the gear along through the approach.