As late as possible to still meet your company's specific stabilized approach guidelines (mine were 500 ft VMS, 1000 ft IMC). If you need the drag, then use them earlier.
In the EMB-145 in still wind or a headwind you could cross the FAF at 250 kts and clean and be on speed and configured by 1000' if you dropped the gear at the FAF (and opened the speed brakes and the first notch of flaps all at once). Normally though, I'd drop the gear around 1000'.
The landing gear should be down in order to qualify as a stabilized approach. Other than that, what are the guidelines on when to deploy landing gear on approach?
In case of a total power failure in all the aircraft systems like engine failure and APU failure, would it be possible to use mechanical means (Manually) to open the landing gear bay door and deploy the landing gear through mechanical means? I know it’s possible to glide the flight if the engines failed. But, wondering how they land.
The use of the phrase "going around" is specified by ICAO Doc 4444 as the phrase to use when we're aborting the landing and heading for another lap in the traffic pattern if we're on a visual or VFR approach, or the appropriate missed approach procedure if we're on an instrument approach However, in the US, I often hear the pilot saying "going missed" when breaking off an instrument approach.... (I also often hear just "missed approach", which I suppose would be appropriate when checking back in with approach, but not with the tower, although feel free to clarify that for me as well)
When moving to and from the runway, does a large passenger aircraft turn by changing the thrust difference on its side engines, or by turning the front landing gear to a different angle? If it is by turning the front landing gear, through what device does the pilot control the angle?
I often fly the PMDG 737-800 (with winglets) in my home simulator and most of the times, I find it hard to slow the aircraft down for landing when I descend. Most of the time, I need to deploy the speedbrakes to keep descending without increasing speed. I usually start my descent earlier than the marked top of descent point to make the flight a little smoother. So I was wondering... of me landing the 737 where i had to deploy speedbreaks: http://www.youtube.com/watch?v=8BGL5lH-VXY Since this video is getting a little outdated: I can no longer tell exactly the payload or weight
What is the black pod starboard of the front landing gear on this F-16-I? At first I thought that it was a laser finder, but upon closer inspection it seems to resemble some type of short cannon. What might it be?
The Socata TB-family wikipage lists the TB-9 and TB-10 as having "spatted undercarriage". What does that mean? From the pictures it appears to be a normal tricycle-gear-setup so I assume it's not referring to the layout of the landing gear.
Does an engine have to be at idle thrust for the reversers to deploy? If the engine is at higher than idle thrust, will it slow down to deploy the reversers and then speed up again, or can it just deploy the reversers at the higher thrust? I am also asking about turboprops going into beta range. I had this question based on the discussion on this question: What to do when you accidentally land on a runway thats borderline long enough to land on?
Is it just my imagination, or is it a fact that many large airliners actually touch down "crabbed" on difficult crosswind landings? Here's what I mean: http://www.youtube.com/watch?v=OtnL4KYVtDE (watch at 01:10) Or this: Is the main landing gear specifically designed to allow this? Is it recommended or discouraged by the manufacturer?
I just flew into Bravo unintentionally 48 hours ago. My error: I thought I was 1,500 feet above the ceiling, but I was 1,000 feet below it. Furthermore, I had an incorrect frequency for Approach, and while I eventually found the proper frequency (I'd planned to request flight following) I had crossed over the outer ring. When I contacted Approach, the Approach Controller explained I was in Bravo, and to turn West and exit. I did say, "Am I not ABOVE Bravo airspace?" He said "No, you're in it" and to fly West and exit. From that moment, I followed approach control's directions to a T