the airplane could no longer be landed on the runway. This  procedure, however, may not apply to all situations. Preplan  landing gear retraction taking into account the following: They are published in the AFM/POH for the particular  airplane and are usually listed on placards in the flightdeck.  [Figure 11-15]  The maximum landing extended speed (V$_{LE}$)  is the maximum speed at which the airplane can be flown  with the landing gear extended. The maximum landing gear  operating speed (V$_{LO}$) is the maximum speed at which the  landing gear may be operated through its cycle. The landing gear is extended by placing the gear selector  switch in the GEAR DOWN position. As the landing gear  extends, the airspeed decreases and the pitch attitude may  change. During the several seconds it takes for the gear to  extend, be attentive to any abnormal sounds or feel. Confirm  that the landing gear has extended and locked by the normal  sound and feel of the system operation, as well as by the gear  position indicators in the flightdeck. Unless the landing gear  has been previously extended to aid in a descent to traffic  pattern altitude, the landing gear should be extended by the  time the airplane reaches a point on the downwind leg that is  opposite the point of intended landing. Establish a standard  procedure consisting of a specific position on the downwind  leg at which to lower the landing gear. Strict adherence to this  procedure aids in avoiding unintentional gear up landings. For example, in some situations it may be preferable, in the  event of an engine failure, to make an off airport forced landing  with the gear extended in order to take advantage of the energy  absorbing qualities of the terrain (see Chapter 19, “Emergency  Procedures”). In which case, a delay in retracting the landing  gear after takeoff from a short runway may be warranted. In  other situations, obstacles in the climb path may warrant a  timely gear retraction after takeoff. Also, in some airplanes the  initial climb pitch attitude is such that any view of the runway  remaining is blocked, making an assessment of the feasibility  of touching down on the remaining runway difficult. Avoid premature landing gear retraction and do not retract  the landing gear until a positive rate of climb is indicated  on the flight instruments. If the airplane has not attained  a positive rate of climb, there is always the chance it may  settle back onto the runway with the gear retracted. This is  especially so in cases of premature lift-off. Remember that  leaning forward to reach the landing gear selector may result  in inadvertent forward pressure on the yoke, which causes  the airplane to descend. Operation of an airplane equipped with a retractable landing  gear requires the deliberate, careful, and continued use of  an appropriate checklist. When on the downwind leg, make  it a habit to complete the before landing checklist for that  airplane. This accomplishes two purposes. It ensures that  action has been taken to lower the gear and establishes  awareness so that the gear down indicators can be rechecked  prior to landing. Unless good operating practices dictate otherwise, the landing  roll should be completed and the airplane should be clear  of the runway before any levers or switches are operated.  As the landing gear retracts, airspeed increases and the  airplane’s pitch attitude may change. The gear may take  several seconds to retract. Gear retraction and locking (and  gear extension and locking) is accompanied by sound and  feel that are unique to the specific make and model airplane.  Become familiar with the sound and feel of normal gear  retraction so that any abnormal gear operation can be readily  recognized. Abnormal landing gear retraction is most often a  clear sign that the gear extension cycle will also be abnormal. The operating loads placed on the landing gear at higher  airspeeds may cause structural damage due to the forces of  the airstream. Limiting speeds, therefore, are established for  gear operation to protect the gear components from becoming  overstressed during flight. These speeds may not be found  on the airspeed indicator. Figure 11-15.  Placarded gear speeds in the cockpit. 11-15 Approach and Landing • Length of the runway • Climb gradient • Obstacle clearance requirements • The characteristics of the terrain beyond the departure  end of the runway • The climb characteristics of the particular airplane. 