Forget something??? FEDEX late gear extension

Hey, any landing you can walk away from.
 
Fred Smiths motto is " why waste fuel"... Hanging the gear down from the FAF is wasting fuel...:yes::yes::yes:....

The guy /gals gear was down and locked before the fence line...:hairraise:
 
Maybe they asked him to keep his speed up :-)
 
They were just trying to see if the tower was paying any attention.
 
I didn't see a problem. Looked like a VFR day to me and they were down by 500' or close to it. Hard to tell with the zoom going on.
 
At a 140 knot approach speed (this is a -10 so I think that is right), they are descending about 750 fpm on a 3 degree slope. Looks like the gear is down and locked about 30 seconds before touchdown..
 
Didn't watch it closely normally the gear comes out before the final notch of flaps, otherwise the flaps actuate the horn that horn that can't be silenced other than gear down/locked. Also don't know if it was a training flight, abnormal flap deployment training, other factors that could have contributed to the sequence and timing.

flyingron said:
At a 140 knot approach speed (this is a -10 so I think that is right), they are descending about 750 fpm on a 3 degree slope. Looks like the gear is down and locked about 30 seconds before touchdown..
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Doesn't look normal to me. If they were flying by the checklist their gear should have been down by the FAF. In the video they extend the gear about 30seconds before crossing the threshold. Could've been a test flight
 
Freggin pilots. Always trying to rat a brother out. This is why we can't have nice things...

Clear day, down and locked prior to the fence. Nothing to see here....
 
Captain said:
Looked like a VFR day to me and they were down by 500' or close to it.
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He starts gear extension at about 0:11 and arrives over the fence at about 0:43, simple arithmetic with a typical descent rate at this phase of the flight shows that he began gear extension at about 450-550 ft AGL, according to a FedEx pilot on another forum in a VFR situation they should be fully stabilized at 500 AGL. The numbers just don't add up to support argument of a stabilized approach.
 
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olasek said:
He starts gear extension at about 0:11 and arrives over the fence at about 0:43, simple arithmetic with a typical descent rate at this phase of the flight shows that he began gear extension at about 450-550 ft AGL, according to a FedEx pilot on another forum in a VFR situation they should be fully stabilized at 500 AGL. The numbers just don't add up to support argument of a stabilized approach.
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Whatever, the plane landed safely. We already crucify pilots who have 'incidents'...let's leave the guys alone where nothing bad happens. No harm no foul and all.
 
hindsight2020 said:
Freggin pilots. Always trying to rat a brother out. This is why we can't have nice things...

Clear day, down and locked prior to the fence. Nothing to see here....
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+1. I don't fly heavies, and I don't know what their company SOP says about this kind of thing, but there was a pretty decent amount of time between the gear being visibly down and locked, and when they actually touched down. I guess something could be said for being stabilized in the landing configuration prior to being in the runway environment, but obviously it ended up being a non-issue. There are reasons in this world for holding the gear a little longer than folks generally do.....
 
I was more impressed by how long it took for the gear to finally lock down after the gear down sequence was initialized. Didn't appear to take long to get the first 90%, but that last 10% looked like it took "forever".
 
35 AoA said:
There are reasons in this world for holding the gear a little longer than folks generally do.....
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Maybe so, but it is a very very rare set of circumstances. And frankly, I can't think of any unless there was a total flameout and in order to make the runway the gear would stay up to minimize drag.
 
Geezus! What was the cargo hauler thinking?

This is a very slippery slope, which will surely lead to eternal damnation.

Next thing you know, GA pilots will start using automotive products to seal doors!
 
hindsight2020 said:
Freggin pilots. Always trying to rat a brother out. This is why we can't have nice things...

Clear day, down and locked prior to the fence. Nothing to see here....
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+2 on this. Common you all. Really? There must not be much to talk bout these days huh?
It is a non-issue. Before landing checks complete...gear three green! :thumbsup:
 
Greg Bockelman said:
Maybe so, but it is a very very rare set of circumstances. And frankly, I can't think of any unless there was a total flameout and in order to make the runway the gear would stay up to minimize drag.
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For some of us, fuel is always a big concern, and on a min fuel approach I will hold the gear and flaps until the last possible moment (albeit earlier than these guys). Probably not a likely problem for an aircraft like this, but I'm just not familiar enough with their considerations to armchair QB what they were doing in their cockpit.
 
Forums emulate the policies of the ruling bodies that govern the activities of the participants. In this case, much like the FAA, nothing is so small that we can't make a big deal of it.

flyingmoose said:
+2 on this. Common you all. Really? There must not be much to talk bout these days huh?
It is a non-issue. Before landing checks complete...gear three green! :thumbsup:
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catmandu said:
Geezus! What was the cargo hauler thinking?

This is a very slippery slope, which will surely lead to eternal damnation.

Next thing you know, GA pilots will start using automotive products to seal doors!
Click to expand...

The horror, the horror!!
 
flyingmoose said:
Common you all.
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Not in the 121 world.

35 AoA said:
For some of us, fuel is always a big concern, and on a min fuel approach I will hold the gear and flaps until the last possible moment (albeit earlier than these guys). Probably not a likely problem for an aircraft like this, but I'm just not familiar enough with their considerations to armchair QB what they were doing in their cockpit.
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We have what are called "Stabilized Approach" criteria. Which means, gear down, Final Approach checklist complete, and power up and that all is supposed to be done by the marker. And in my world, if that isn't done by no later than 1,000 feet, IMC and 500 feet VMC, it is a mandatory go around.

In the 121 world, these things are much more "regimented".
 
Ghery said:
I was more impressed by how long it took for the gear to finally lock down after the gear down sequence was initialized. Didn't appear to take long to get the first 90%, but that last 10% looked like it took "forever".
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My first thoughts exactly....must have felt like an eternity waiting for the green lights.
 
Greg Bockelman said:
We have what are called "Stabilized Approach" criteria. Which means, gear down, Final Approach checklist complete, and power up and that all is supposed to be done by the marker. And in my world, if that isn't done by no later than 1,000 feet, IMC and 500 feet VMC, it is a mandatory go around.

In the 121 world, these things are much more "regimented".
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Gotcha. That probably makes sense for such a big piece of iron.
 
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