737 Flight Crew Training Manual
Reverse Thrust Operations
Apply reverse thrust as needed until 60 knots.
Decrease to idle reverse by taxi speed.
Copyright . The Boeing Company. See title page for details.
6.44 FCT 737 (TM) October 31, 2006
737 Flight Crew Training Manual
Reverse Thrust and Crosswind (All Engines)
Crosswind Component
Reverse Thrust
Reverse Thrust Vector
Side Force
Component
Runway Component
. Apply
.Reverse Idle symmetrical reverse thrust
This figure shows a directional control problem during a landing rollout on a slippery runway with a crosswind. As the airplane starts to weathervane into the wind, the reverse thrust side force component adds to the crosswind component and drifts the airplane to the downwind side of the runway. Main gear tire cornering forces available to counteract this drift are at a minimum when the antiskid system is operating at maximum braking effectiveness for the existing conditions.
To correct back to the centerline, reduce reverse thrust to reverse idle and release the brakes. This minimizes the reverse thrust side force component without the requirement to go through a full reverser actuation cycle, and improve tire cornering forces for realignment with the runway centerline. Use rudder pedal 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 symmetrical reverse thrust to stop the airplane.
737-600 - 737-900 Reverse Thrust - EEC in the Alternate Mode 737-600 - 737-900
Use normal reverse thrust techniques.
737 Flight Crew Training Manual
Reverse Thrust - Engine Inoperative
Asymmetrical reverse thrust may be used with one engine inoperative. Use normal reverse thrust procedures and techniques with the operating engine. If directional control becomes a problem during deceleration, return the thrust lever to the reverse idle detent.
Crosswind Landings
The crosswind guidelines shown below were derived through flight test data, engineering analysis and flight simulator evaluations. These crosswind guidelines are based on steady wind (no gust) conditions and include all engines operating and engine inoperative. Gust effects were evaluated and tend to increase pilot workload without significantly affecting the recommended guidelines.
Landing Crosswind Guidelines
Crosswind guidelines are not considered limitations. Crosswind guidelines are
provided to assist operators in establishing their own crosswind policies. On slippery runways, crosswind guidelines are a function of runway surface condition. These guidelines assume adverse airplane loading and proper pilot technique.
Runway Condition Crosswind Component (knots) *
Dry 40 ***
Wet 40 ***
Standing Water/Slush 20
Snow - No Melting ** 35 ***
Ice - No Melting ** 17
Note: Reduce crosswind guidelines by 5 knots on wet or contaminated runways whenever asymmetric reverse thrust is used.
*Winds measured at 33 feet (10 m) tower height and apply for runways 148 feet
(45m) or greater in width.
** Landing on untreated ice or snow should only be attempted when no melting
is present.
*** Sideslip only (zero crab) landings are not recommended with crosswind
components in excess of 17 knots at flaps 15, 20 knots at flaps 30, or 23 knots at
flaps 40. This recommendation ensures adequate ground clearance and is based on
maintaining adequate control margin.
Copyright . The Boeing Company. See title page for details.
6.46 FCT 737 (TM) October 31, 2006
737 Flight Crew Training Manual
737-600 - 737-900 Note: Reduce sideslip only (zero crab) landing crosswinds by 2 knots for
airplanes with winglets.
Crosswind Landing Techniques
Three methods of performing crosswind landings are presented. They are the touchdown in a crab, the de-crab technique (with removal of crab in flare), and the sideslip technique. Whenever a crab is maintained during a crosswind approach, offset the flight deck on the upwind side of centerline so that the main gear touches down in the center of the runway.
De-Crab During Flare
The objective of this technique is to maintain wings level throughout the approach, flare, and touchdown. On final approach, a crab angle is established with wings level to maintain the desired track. Just prior to touchdown while flaring the airplane, downwind rudder is applied to eliminate the crab and align the airplane with the runway centerline.
As rudder is applied, the upwind wing sweeps forward developing roll. Hold wings level with simultaneous application of aileron control into the wind. The touchdown is made with cross controls and both gear touching down simultaneously. Throughout the touchdown phase upwind aileron application is utilized to keep the wings level.
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