Flight Controls Leading Edge or Trailing Edge Device Malfunctions
Leading edge or trailing edge device malfunctions can occur during extension or retraction. This section discusses all flaps up and partial or asymmetrical leading/trailing edge device malfunctions for landings.
All Flaps Up Landing
The probability of both leading and trailing edge devices failing to extend is remote. If a flaps up landing situation were to be encountered in service, the pilot should consider the following techniques. Training to this condition should be limited to the flight simulator.
After selecting a suitable landing airfield and prior to beginning the approach, consider reduction of airplane gross weight (burn off fuel) to reduce touchdown speed.
Fly a wide pattern to allow for the increased turning radius required for the higher maneuvering speed. Establish final approximately 10 miles from the runway. This allows time to extend the gear and decelerate to the target speed while in level flight and complete all required checklists. Maintain no slower than flaps up maneuvering speed until established on final. Maneuver with normal bank angles until on final.
737 Flight Crew Training Manual
Final Approach
Use an ILS glide slope if available. Do not reduce the airspeed to the final approach speed until aligned with the final approach. Before intercepting the descent profile, decrease airspeed to command speed and maintain this speed until the landing is assured.
The normal rate of descent on final is approximately 900 fpm due to the higher ground speed. Final approach body attitude is approximately 1° - 2° higher than a flaps 30 approach. Do not make a flat approach (shallow glide path angle) or aim for the threshold of the runway. Plan touchdown at the 1,000 foot point.
Use manual control of thrust levers. Due to automatic speed protection, autothrottle use may result in higher than desired speed on final. Engines will be at low idle speed due to no flap extension. When engines are near idle RPM, time required for engines to accelerate is longer than normal.
Note: Use of the autopilot during approach phase is acceptable. Do not autoland.
Speedbrakes are not recommended for airspeed reduction below 800 feet. If landing is anticipated beyond the normal touch down zone, go around.
Landing
Fly the airplane onto the runway at the recommended touchdown point. Flare only enough to achieve an acceptable reduction in the rate of descent. Do not allow the airplane to float. Floating just above the runway surface to deplete additional speed wastes available runway and increases the possibility of a tail strike. Do not risk touchdown beyond the normal touchdown zone in an effort to achieve a smooth landing.
Slight forward pressure on the control column may be needed to achieve touchdown at the desired point and to lower the nose wheels to the runway. After lowering the nose wheels to the runway, hold forward control column pressure and expeditiously accomplish the landing roll procedure. Full reverse thrust is needed for a longer period of time.
Use of autobrakes is recommended. Autobrake setting should be consistent with runway length. Use manual braking if deceleration is not suitable for the desired stopping distance.
Immediate initiation of reverse thrust at main gear touchdown (reverse thrust is more effective at high speeds) and full reverse thrust allows the autobrake system to reduce brake pressure to the minimum level. Less than maximum reverse thrust increases brake energy requirements and may result in excessive brake temperatures.
Copyright . The Boeing Company. See title page for details.
8.12 FCT 737 (TM) October 31, 2006
737 Flight Crew Training Manual
Leading Edge Flaps Transit - Landing
If an asymmetrical or skewed leading edge device condition occurs, the adjusted VREF provides 15° bank angle maneuvering capability and allows for 15° overshoot protection in all cases.
Do not hold the airplane off during landing flare. Floating just above the runway surface to deplete the additional threshold speed wastes available runway and increases the possibility of a tail strike.
737-300 - 737-500 Note: If the gear is retracted during a go-around and flap position is greater than 15, a landing gear configuration warning occurs.
737-600 - 737-900 Note: If the gear is retracted during a go-around and flap position is greater than 25, a landing gear configuration warning occurs.
Trailing Edge Flap Asymmetry - Landing
If a trailing edge flap up asymmetry occurs, full maneuvering capability exists even if the asymmetry occurred at flaps just out of the full up position. Burn off fuel to reduce landing weight and lower approach speed.
Fly accurate airspeeds in the landing pattern. At lesser flap settings, excess airspeed is difficult to dissipate, especially when descending on final approach. Pitch attitude and rate of descent on final is higher than for a normal landing. During flare, airspeed does not bleed off as rapidly as normal.
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