Speedbrakes
The speedbrake system consists of individual flight and ground spoiler panels which the pilot can extend and retract by moving the SPEEDBRAKE lever. When the SPEEDBRAKE lever is actuated, all the spoilers extend when the airplane is on the ground and only the flight spoilers extend when the airplane is in the air.
The speedbrakes can be fully raised after touchdown while the nose wheels are lowered to the runway, with no adverse pitch effects. The speedbrakes spoil the lift from the wings, which places the airplane weight on the main landing gear, providing excellent brake effectiveness.
Unless speedbrakes are raised after touchdown, braking effectiveness may be reduced initially as much as 60%, since very little weight is on the wheels and brake application may cause rapid anti-skid modulation.
Normally, speedbrakes are armed to extend automatically. Both pilots should monitor speedbrake extension after touchdown. In the event auto extension fails, the speedbrake should be manually extended immediately.
737 Flight Crew Training Manual
Pilot awareness of the position of the speedbrake lever during the landing phase is important in the prevention of over-run. The position of the speedbrakes should be announced during the landing phase by the PM. This improves the crew’s situational awareness of the position of the spoilers during landing and builds good habit patterns which can prevent failure to observe a malfunctioned or disarmed spoiler system.
Directional Control and Braking during Landing Roll
If the nose wheels are not promptly lowered to the runway, braking and steering capabilities are significantly degraded and no drag benefit is gained. Rudder control is effective to approximately 60 knots. Rudder pedal steering is sufficient for maintaining directional control during the rollout. Do not use the nose wheel steering wheel until reaching taxi speed. In a crosswind, displace the control wheel into the wind to maintain wings level which aids directional control. Perform the landing roll procedure immediately after touchdown. Any delay markedly increases the stopping distance.
Stopping distance varies with wind conditions and any deviation from recommended approach speeds.
Factors Affecting Landing Distance
Advisory information for normal and non-normal configuration landing distances is contained in the PI section of the QRH. Actual stopping distances for a maximum effort stop are approximately 60% of the dry runway field length requirement. Factors that affect stopping distance include: height and speed over the threshold, glide slope angle, landing flare, lowering the nose to the runway, use of reverse thrust, speedbrakes, wheel brakes and surface conditions of the runway.
Note: Reverse thrust and speedbrake drag are most effective during the high
speed portion of the landing. Deploy the speedbrake lever and activate
reverse thrust with as little time delay as possible.
Note: Speedbrakes fully deployed, in conjunction with maximum reverse thrust
and maximum manual anti-skid braking provides the minimum stopping
distance.
Floating above the runway before touchdown must be avoided because it uses a large portion of the available runway. The airplane should be landed as near the normal touchdown point as possible. Deceleration rate on the runway is approximately three times greater than in the air.
Height of the airplane over the runway threshold also has a significant effect on total landing distance. For example, on a 3° glide path, passing over the runway threshold at 100 feet altitude rather than 50 feet could increase the total landing distance by approximately 950 feet. This is due to the length of runway used up before the airplane actually touches down.
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6.34 FCT 737 (TM) October 31, 2006
737 Flight Crew Training Manual
Glide path angle also affects total landing distance. As the approach path becomes flatter, even while maintaining proper height over the end of the runway, total landing distance is increased.
Slippery Runway Landing Performance
When landing on slippery runways contaminated with ice, snow, slush or standing water, the reported braking action must be considered. Advisory information for reported braking actions of good, medium and poor is contained in the PI section of the QRH. The performance level associated with good is representative of a wet runway. The performance level associated with poor is representative of a wet ice covered runway. Also provided in the QRH are stopping distances for the various autobrake settings and for non-normal configurations. Pilots should use extreme caution to ensure adequate runway length is available when poor braking action is reported.
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