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To correct back to the centerline, reduce reverse thrust to idle reverse and
release the brakes.
This will minimize the reverse thrust side force component without the
requirement to go through a full reverser actuating cycle, and provide the total
tire cornering forces for realignment with the runway centerline. Use rudder
steering and differential braking, as required, to prevent over correcting past the
runway centerline. When re-established near the runway centerline, apply
maximum braking and reverse thrust to stop the aircraft.
On slippery runways, control capability will vary with runway surface condition,
aircraft loading, and pilot technique. The following represent reasonable
“Maximum Crosswind Component Guidelines” and are not considered limiting.
These crosswinds have been determined by analysis and have not been
sustained by demonstration. A range of values is given to account for variations
in slipperiness that can be encountered within the qualitative runway surface
descriptions and for varying pilot technique.
RUNWAY CONDITION CROSSWIND COMPONENT
Wet, No Standing Water 15 to 25 kts.
Icy, Slush, or Standing Water 5 to 15 kts.
Sec. 3 Page 270
Rev. 11/15/02 #41 Continental
737
Flight Manual
Landing Summary
In summary, the pilot should check runway conditions prior to approach. The
aircraft should be flown before touchdown in a manner that will minimize the
total landing distance and use as much of the total runway as possible without
risking a “Short” landing. During the approach, the pilot should:
· Arm the autobrake system, if available, by selecting desired deceleration.
· Arm speedbrake.
· Plan for touchdown 1000 feet from the threshold.
· Stay on the recommended glide path.
· Maintain close control over the approach speed to keep it at the speed
recommended for existing conditions.
· Make the necessary corrections for windshear and gust.
· Fly the aircraft onto the runway at the desired point even if the speed is
high. The majority of long landings and tail scrapes during landings are the
result of holding the aircraft off the runway for a smooth touchdown.
· Make certain that aircraft is not allowed to “Pitch Up” after touchdown.
Fly the nose down to the runway.
For detailed discussion of landing procedures on wet or slippery runways, see
LANDING ON WET OR SLIPPERY RUNWAYS in this section.
737
Flight Manual Continental
Sec. 3 Page 271
Rev. 11/15/02 #41
After touchdown and during landing roll, the following procedures are
accomplished during normal deceleration.
PILOT FLYING PILOT MONITORING
Throttles - Idle.
Check speedbrake lever full up. Check speedbrake lever - full up.
If autobrake are used and the DISARM
light illuminates or if deceleration is not
normal brake manually.
Reverse Thrust - Initiate.
Without delay, raise both reverse thrust
levers to the interlock, then to the
reverse thrust detent.
Modulate reverse thrust as required and
avoid exceeding engine limits.
Conditions permitting, limit reverse
thrust to 82% N1 for passenger comfort.
Monitor REVERSER UNLOCKED lights
for normal indication.
Engine Instruments - monitor.
Advise Pilot Flying of any engine
limit being approached, exceeded or
any other abnormalities.
At approx. 80 knots, gradually reduce
reverse thrust to be at idle reverse when
reaching taxi speed.
Call out “80 KNOTS.”
At approximately normal taxi speed,
slowly move the reverse thrust levers to
the full down position.
Observe REVERSER UNLOCK lights
extinguished.
Release autobrake by applying a light
pedal force and announce “MANUAL
BRAKING.”
Call “MANUAL BRAKING” if not
announced.
The Captain will assume control of
the aircraft with engines in idle
reverse, no later than when the
aircraft leaves the runway centerline,
and announce “I HAVE THE
AIRCRAFT.”
WARNING: After reverse thrust has been initiated, a full stop landing must
be made.
Caution: The nose wheel steering (tiller) should not be used above normal
taxi speeds (20 knots).
Sec. 3 Page 272
Rev. 11/15/02 #41 Continental
737
Flight Manual
REJECTED LANDING
The Rejected Landing procedure is identical to a go-around.
· Set thrust and select flaps 15 while rotating to go-around attitude.
· Retract the landing gear only after a positive rate of climb is established and
called by either pilot.
· Retract the flaps on the normal flap retraction schedule.
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