A320, Rule of thumb for gear down: GS*10 + Airport Elevation
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A320, Rule of thumb for gear down: GS*10 + Airport Elevation
Hi all,
Recently I’ve come through more and more this rule of thumb for gear down, used by many Captains on A320. Basically, look at GS multiply by 10 and add airport elevation.
E.g.
GS 180 , Airport elevation 300
1800+300 = 2100
At 2100AAL is the latest point to lower the gear.
Does anybody of you use this rule? I see it’s pretty much good, however I doubt it can really work at aiports higher than sea level...
Opinions?
Recently I’ve come through more and more this rule of thumb for gear down, used by many Captains on A320. Basically, look at GS multiply by 10 and add airport elevation.
E.g.
GS 180 , Airport elevation 300
1800+300 = 2100
At 2100AAL is the latest point to lower the gear.
Does anybody of you use this rule? I see it’s pretty much good, however I doubt it can really work at aiports higher than sea level...
Opinions?
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Hello,
In the airline I work for we must be stabilized by 1000 feet AAL. If not a go around must be initiated. The way I do especially for high airfield elevation I work out my configuration based on the distance instead of the altitude. It’s much easier as you don’t need to make any calculation really: I aim to be fully configured At latest at 5 miles from the threshold which is on a 3 degree approach equivalent to 1500 feet AAL. Usually the guys will put the gears down at radio altimeter alive (2500 feet AGL) which is roughy 8+ miles from threshold. Depending of the wind, aircraft type and assuming I have only flaps 1 or 2 max, I will put the gears between 8 miles ( 2400 feet AAl) or 6 miles (1800 feet AAL) at latest to make sure I’m stabilized at 1000 feet. With a strong tailwind, the A319 are very reluctant to slow down. It works pretty well for me. Be careful as sometimes the ILS DME is not the same as the threshold distance. In that case better insert the runway in the progress page and rely on it.
In the airline I work for we must be stabilized by 1000 feet AAL. If not a go around must be initiated. The way I do especially for high airfield elevation I work out my configuration based on the distance instead of the altitude. It’s much easier as you don’t need to make any calculation really: I aim to be fully configured At latest at 5 miles from the threshold which is on a 3 degree approach equivalent to 1500 feet AAL. Usually the guys will put the gears down at radio altimeter alive (2500 feet AGL) which is roughy 8+ miles from threshold. Depending of the wind, aircraft type and assuming I have only flaps 1 or 2 max, I will put the gears between 8 miles ( 2400 feet AAl) or 6 miles (1800 feet AAL) at latest to make sure I’m stabilized at 1000 feet. With a strong tailwind, the A319 are very reluctant to slow down. It works pretty well for me. Be careful as sometimes the ILS DME is not the same as the threshold distance. In that case better insert the runway in the progress page and rely on it.
Last edited by pineteam; 15th Nov 2017 at 12:50.
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Thank you! I think it's a very good method and very easy to apply. Basically most of the times I unconsciously do very similar to you. My reference is FCOM with the minimum altitude to be fully configured (1500/5NM on a 3 deg glideslope).
If I intercept the Glide in Flap1, I use my speed to set F2 at a suitable point, usually if my speed is 190 at 9NM but not latest than 8NM, then the gear and F3 (and Full if used) accordingly...
Thanks for your detailed reply! All the best
If I intercept the Glide in Flap1, I use my speed to set F2 at a suitable point, usually if my speed is 190 at 9NM but not latest than 8NM, then the gear and F3 (and Full if used) accordingly...
Thanks for your detailed reply! All the best
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In the airlines i worked for so far the SOP was to lower the gear not later than 2000 ft AAL. Which is plenty early for the bus. After all it is not a very slick aircraft to begin with and slows down, or gets down, very fast indeed.
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