Hydraulic System(s) Inoperative - Landing
If the landing gear is extended using manual gear extension, the gear cannot be raised. Trailing edge flaps can be extended or retracted using the alternate (electric) system. However, the rate of flap travel is significantly reduced. Leading edge devices can also be extended using the alternate system, but they cannot be retracted.
Flaps 15 is used to improve go-around capabilities. The airplane may tend to float during the flare. Do not allow the airplane to float. Fly the airplane onto the runway at the recommended point.
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8.22 FCT 737 (TM) October 31, 2006
737 Flight Crew Training Manual
If nose wheel steering is inoperative and any crosswind exists, consideration should be given to landing on a runway where braking action is reported as good or better. Braking action becomes the primary means of directional control below approximately 60 knots where the rudder becomes less effective. If controllability is satisfactory, taxi clear of the runway using differential thrust and brakes. Continued taxi with nose wheel steering inoperative is not recommended due to airplane control difficulties and heat buildup in the brakes.
Manual Reversion
With both hydraulic systems A and B inoperative, the ailerons and elevator are controlled manually. A noticeable dead band will be observed in both of these controls. High control forces are required for turns and the control wheel must be forcibly returned to the aileron neutral position.
Both electric and manual trim are still functional. Do not overtrim. The airplane should be trimmed slightly nose up and a light forward pressure held on the control column to minimize the effects of the elevator dead band.
The rudder is powered by the standby hydraulic system. Caution must be exercised to not overcontrol the rudder.
737-600 - 737-900 Note: The standby rudder includes a yaw damper which aids roll control
handling qualities in the aileron dead band area during manual reversion.
Fly a long straight-in approach. Keep thrust changes small and slow to allow for pitch trim changes. Landing configuration and approach airspeed should be established on the runway centerline so that only a slight reduction in thrust is required to achieve the landing profile. Do not make a flat approach. Anticipate the airplane will tend to pitch down as thrust is reduced for touchdown. To help reduce the pitch down tendency, trim slightly nose up on approach and initiate the flare at a higher than normal altitude. Although trimming during the flare is not normally recommended, the high control column forces required during landing in this situation can be reduced by adding a small amount of nose up trim during the flare.
After touchdown, thrust reverser operation is slow. Apply steady brake pressure since only accumulator pressure is available. Do not apply excessive forward pressure to the control column. Excessive forward pressure without the speedbrakes deployed can result in less weight on the main gear and reduced braking capability.
Do not attempt to taxi the airplane after stopping because the accumulator pressure may be depleted or close to being depleted.
If a go-around is required, apply thrust smoothly and in coordination with stabilizer trim. Rapid thrust application results in nose-up pitch forces.
737 Flight Crew Training Manual
Landing Gear
Landing Gear Lever Jammed in the Up Position 737-300 - 737-500
The LANDING GEAR LEVER JAMMED IN THE UP POSITION NNC assumes that the landing gear transfer valve has failed in the up, or pressurized position. Manual gear extension will not function. In order to extend the gear, the corresponding hydraulic system must be depressurized to allow the uplocks to be released. The NNC may require 10-15 minutes to complete because hydraulic system pressure must be bled off as each gear is extended. If sufficient fuel is not available to allow the completion of the NNC, a gear up or partial gear landing is preferable to running out of fuel while attempting to solve a gear problem. This NNC should not be performed if one or more gear is extended.
Tire Failure during or after Takeoff
If the crew suspects a tire failure during takeoff, the ATS facility serving the departing airport should be advised of the potential for tire pieces remaining on the runway. The crew should consider continuing to the destination unless there is an indication that other damage has occurred (non-normal engine indications, engine vibrations, hydraulic system failures or leaks, etc.).
Continuing to the destination will allow the airplane weight to be reduced normally, and provide the crew an opportunity to plan and coordinate their arrival and landing when the workload is low.
Considerations in selecting a landing airport include, but are not limited to:
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sufficient runway length and acceptable surface conditions to account for
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