2 Questions 1 Post:, 1-Gear Down 2-use of FBO's Options

[flashnotgordon]

1-Is there a reason why I hear pilots say that their 'Gear is Down' when contacting tower on approach? Is that mandatory? (I guess I can't see why the Controller would care about that information...) oh, I've only noticed that with the C-17's, 130's, and 5's...

2-I notice that at Chas AFb/Intl, visiting Marine & Army (prob Navy too) aircraft of all sorts including helo's-and I've even seen some A-10's,
use an FBO (Atlantic Aviation) on the opposite side of the AFB area...why wouldn't the military stick together instead of going to the civie side?

Thanks guys/gals!!

[bernoulli]

In answer to #1, military controllers will typically use the phrase "check wheels down, clear to land" with both military and civilian arrivals. As to the pilots' verification of their gear status, that may be a base or military procedure in general. Not sure. As a civilian, I only read back the "cleared to land" part.

Regarding question #2, I've often wondered the same thing. My guess is that these transient military crews choose re-fuel / rest stops at airports which have an FBO with a GSA contract. At CHS, do they have the option of parking at the main base? I assume they do, but would they want to? Face it, were I a transient crew member away from my home base, I know where I'd want to park. I've been to CHS myself numerous times and both FBOs there have great services, not to mention a reasonable expectation of prettier girls behind the counter...

[Kilrah]

To 1:
A friend of mine also usually announces gear down when contacting tower on landing, even though control doesn't ask for it. When I asked the same question, the answer was simple - if you always include that phrase in your communication "routine", you remember to say it - and thus have one more reason to remember to put your gear down ;)

[flashnotgordon]

touche benolli haha...

THANKS guys for your insight!!

[bernoulli]

To 1:
A friend of mine also usually announces gear down when contacting tower on landing, even though control doesn't ask for it. When I asked the same question, the answer was simple - if you always include that phrase in your communication "routine", you remember to say it - and thus have one more reason to remember to put your gear down ;)

Not a bad practice, even if said without ever pushing the mike button, and in some cases, especially. Brevity on a busy frequency, and all that. These habits will go a long way in keeping insurance field brokers, as well as fire and rescue away. When I first started my flight training back in the late 1970's, even civilian controllers used the same "check wheels down" phrase. Of course at the time, the option of "gear position" seemed eternally far away to me with the 150s I flew.....

Fortunately, the planes I now fly require the gear extension as a major means of slowing down, sometimes sweating the ASI needle to reach Vlo in order to use the gear for aero braking. The Meridian is relatively easy with the PT-6 up front, but the Aerostar, with its "coordinated" 153 KT Vlo can get a bit hairy at times. That's one slippery machine without the speed brakes. The 210 has some robust gear that can be lowered at 165 KTs and is nearly always used for initial aero braking. First notch of flaps on our "N" model begins at 160. I always like to operate within a structural margin, so gear position is always part of the mix.

In thirty years of flying, always landed on rubber.

[Fast Jet]

Not a bad practice, even if said without ever pushing the mike button, and in some cases, especially. Brevity on a busy frequency, and all that. These habits will go a long way in keeping insurance field brokers, as well as fire and rescue away. When I first started my flight training back in the late 1970's, even civilian controllers used the same "check wheels down" phrase. Of course at the time, the option of "gear position" seemed eternally far away to me with the 150s I flew.....

Fortunately, the planes I now fly require the gear extension as a major means of slowing down, sometimes sweating the ASI needle to reach Vlo in order to use the gear for aero braking. The Meridian is relatively easy with the PT-6 up front, but the Aerostar, with its "coordinated" 153 KT Vlo can get a bit hairy at times. That's one slippery machine without the speed brakes. The 210 has some robust gear that can be lowered at 165 KTs and is nearly always used for initial aero braking. First notch of flaps on our "N" model begins at 160. I always like to operate within a structural margin, so gear position is always part of the mix.

In thirty years of flying, always landed on rubber.

Three Greens - baby!