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

I would read what Jack Colwill has to say above. Jack flies the 737NG on a daily basis for a major operator. He knows the NG like the back of his hand.On an ILS approach, incidentally, most airlines do put the gear down just prior to G/S intercept as mentioned by a few people above.

I would read what Jack Colwill has to say above. Jack flies the 737NG on a daily basis for a major operator. He knows the NG like the back of his hand.On an ILS approach, incidentally, most airlines do put the gear down just prior to G/S intercept as mentioned by a few people above.

I'm no expert, but I can concur that what Jane mentions is correct. For visual approaches, I try to postpone gear down because of the added drag/noise/fuel burn, so I am for about 2000 Radar Altitude to drop the gear. But in true ILS conditions, I go by the book and drop gear at glideslope interception, as you need to be in the landing config sooner than in visual conditions in order to be stablized in the approach before 1000 AGL.

I usually deploy the gear depending on my current speed and flap settings, but it usually isn't before GS capture.

I usually deploy the gear depending on my current speed and flap settings, but it usually isn't before GS capture.

So you deploy gear and flaps after being stabilized on an approach?

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

Jack -- Your posts are always good ones as there's plenty of us who eat up every little morsel of information we can from pilots around here (and you have a heck of a first name if I do say so myself).

So you deploy gear and flaps after being stabilized on an approach?

No, I mean the gear usually isn't lowered before I get GS needle moving, but it depends on my speed, in some instances I keep my speed higher for traffic reasons. However I will always have some flaps deployed by the time I reach GS and I am always stabilized and finalised landing checklists by 1000'.

Lol Jack. Hey guys. You all have very good ideas on when to lower the gear, etc. In the end do what works or you. When I first started flying the NG I was paranoid because we have a 1000 foot stabilized rule. If you arent stabilized by 1000 feet you must go around. Well dropping the gear and flaps too early cost money but a go around cost a lot more. So I just worked my way up to delaying the gear and flap closer to the FAF now. You just find what works for you. I used to drop the gear and flap 15 at 1800 on the rad alt and the landing flap at 1400 feet but now I go by distance from FAF to drop the gear and flap 15 and as soon as the white line representing 1000 above airport elevation appears I drop the landing flap. But when people are talking about doint IFR ILS approaches it is a common technique to drop he gear and flap just when you come up to glideslope interception.JackColwill

Thank you everyone for your answers.I think I know now what I wanted to know.So, many happy landings for all of you :(

Oh usually i dont bother lowering the gear since i dont raise tham after take off :(

Funny story,I consider myself a competent simmer, but there have been occasions where I have forgotten to retract the gear lol. :DNormally I notice it only when I change to spot view at some point, and get Soooo annoyed at myself.This shows you how important it is in real life to train hard and always follow your flows and checklists.

Funny story,I consider myself a competent simmer, but there have been occasions where I have forgotten to retract the gear lol. :DNormally I notice it only when I change to spot view at some point, and get Soooo annoyed at myself.This shows you how important it is in real life to train hard and always follow your flows and checklists.

Don't you ever look at your PFD? You should see the red tape telling you that you'll overspeed at a very "low" speed. That should make you thinking what's wrong...

You would think wouldn't you, however, I have never done this in a PMDG.

No, I mean the gear usually isn't lowered before I get GS needle moving, but it depends on my speed, in some instances I keep my speed higher for traffic reasons. However I will always have some flaps deployed by the time I reach GS and I am always stabilized and finalised landing checklists by 1000'.

I see what you mean.

Funny story,I consider myself a competent simmer, but there have been occasions where I have forgotten to retract the gear lol. :DNormally I notice it only when I change to spot view at some point, and get Soooo annoyed at myself.This shows you how important it is in real life to train hard and always follow your flows and checklists.

Funny you should mention this. Most folks look for a positive rate and throw the lever up. I, on the other hand, need two things. A positive rate (300fpm or better) and no more areas to land straight ahead. Of course this isn't a factor when flying a 737 moving 150MPH+ on upwind but in light aircraft on a ~5,000'+ runway, you may have to land straight ahead if something happens. Just my .02

I see what you mean.Funny you should mention this. Most folks look for a positive rate and throw the lever up. I, on the other hand, need two things. A positive rate (300fpm or better) and no more areas to land straight ahead. Of course this isn't a factor when flying a 737 moving 150MPH+ on upwind but in light aircraft on a ~5,000'+ runway, you may have to land straight ahead if something happens. Just my .02

I fly often with my dad in a Bonanza F33A. Beautiful aircraft. We also keep the gear down until there's no more space on the runway to land.

Funny you should mention this. Most folks look for a positive rate and throw the lever up. I, on the other hand, need two things. A positive rate (300fpm or better) and no more areas to land straight ahead. Of course this isn't a factor when flying a 737 moving 150MPH+ on upwind but in light aircraft on a ~5,000'+ runway, you may have to land straight ahead if something happens. Just my .02

I do the same with the Saratoga. I only retract once clear of the runway and over-run area. Also, in the Saratoga, if you lift the gear lever before reaching a certain speed, the gear won't retract and the gear lights will flash red and make an aural warning. You have to then return the gear lever to the down position, and pul it up again once you are fast enough. I can't remember the speed right now at which this happens (brain fart) but I think that it's 90kts. (I don't know if it does this with all Saratoga models/years)