When you have not put the gear up until 264 kts you have to leave it out until you slow down again below 260 kts.

I believe that the max gear retraction speed on the 320 series is 220 kts. Actually this has happened at the airline I fly as contract pilot. A local crew forgot to raise the gear after take off in IST and only caught it on the after T/O checklist above transition altitude. They also forgot to slow down to raise it, causing red faces all around.

220kts is correct, 260 is the speed where the gear hydraulics are pressurised..

Impossible
 

It's just impossible for the crew to simply "forget" the gear down and NOT sense any abnormalities in noise increase and abnormal flight behaviour. Unless of course they were both stoned on something????

No, 220 is not correct. At 264 kts the hydraulic pressure will be removed from the extension/retraction system.
I could quote the AMM, but you can check the FCOM 1.32.10 P3 :ok:

possibly but it does happen. remember one crew on a MegaDeath-II who were reportedly complaining of the poor rate of climb of the aircraft at 320KIAS, passing 15,000', when they realised they could hardly hear each other also. Finally pulled gear up at same speed, recall the gear doors didn't like that at all. :ok:

Sorry, but 220 is correct.

As I said, 260 is the speed for gear hyd pressurisation.
However, if you look at Fcom 3.1.20 (operational limitations)
So you should slow down to 220kts before retracting the gear.

I agree you could in theory retract below 260 as the system will have pressure though.

I remember many moons ago returning from Spain on a Spantax DC8, may have been a Corronado but I seem to remember DC8 if they had any, the Captain was smoking a pipe I remember.I think he wanted to look like ex RAF. Anyway, the landing gear would not retract.He told us SLF with our buckets and spades and stuffed donkeys that he had decided to continue but we had to re-fuel.It did not seem any different from a normal flight, apart from the re-fueling.

I remember a Transair A300 taking off in MAN with the gear pins in (1997), they dumped 15t of fuel and returned to MAN.

Back to the original post, I spoke to a TK crew and they told me that the crew was on their 3rd leg that day. The gear has been left down to cool the brakes. Wx was bad and they had some sort of serious malfunction which required their immediate attention.

This, of course is all second hand info only (rumour) and I knew comments like the one from 'Forget' would rain down on me. But hey, they really seemed to have forgotten the gear while they where extremly busy sorting out the other problem(s).

Yes, and I know just from where the FD crew came, and it was definitely not from the USA, Euroland, Canada, etc.:{

Now that would be a professional airline. With our mob the gear pins are .... ?? ..... anywhere, and useful items in the checklist????

Can gear pins be forgotten? In a word, yes.

And don't forget rogue pins from the tug driver's pocket with no flags attatched:ugh::ugh:

3 pins on the flight deck doesn't mean you're safe, as a colleague once found out.

- not high fuel consumption and apparent lack of climb performance I hope...................:)

Herod.......

"""I've done gear down ferries, although I don't think they're approved (in UK) with passengers aboard. As for having the pins in, that's a no-no. What happens if an engine fails? Better to raise the gear and maybe not be able to lower it again than crash off the end of the runway because of lack of climb performance."""


I've signed many an aircraft off for a gear down ferry back to main base and we always put the pins in, not only that they are wire locked in and flag removed, that's what the manuals say so where the "no-no" bit comes from i'm not sure.

Thats on 145's 146's and Dash's BTW.

Remember the RAF VC10 that flew Terry Waite from Beirut to Cyprus, or maybe even from Cyprus to UK? It flew with the right gear stuck down.

And don't forget rogue pins from the tug driver's pocket with no flags attatched:ugh::ugh:


That would most likely be the lock out pin for the nosewheel steering...not a major problem, you find out as soon as you wish to turn, unless you put a big size 10 on one of the brakes.
Failing that, the nose gear might swivel a tad upon retraction and remodel the nosegear doors a tad:hmm::hmm:

The no no ...
 

correct me if I am wrong ... but unless a performance group A aircraft can leave the second segment by having the gear stowed, it's no longer a performance A aircraft.. fine with all engines working, then comes the day one stops.. unless there is specific performance data for gear down eng out it doesn't sound quite right to be locking the pins into the gearlegs !!

Contractor, please re-read my post and accept it for what it says.

It wasn't the steering by pass pin. It was the nose gear retract. It was from a tug driver who had moved the aircraft from one place to the departure stand before the flight crew boarded. It didn't have a flag. There were 3 pins on the flight deck. The nose leg would not retract. It was a VERY experienced colleague.

I thought my previous post was succint and unambiguous:ugh:

Absolutely, Nubboy - the wise check the pin holes v e e r r r y y y carefully and do not rely on 'flags'.

Nubboy,

The towcrew should not remove gearpins or install them, that's a techjob.

Only lockout pin should be installed/removed by towcrew. Most airports/airlines operate towcrews who do exactly that.
what would happen if the towcrew took it upon themselves to remove gearpins if the hydraulics are flat?