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The Captain normally arms the speedbrake for landing.
Place the speedbrake lever in the ARMED position and observe that the green
SPEEDBRAKE ARMED light is illuminated. If the amber SPEEDBRAKE DO NOT
ARM is illuminated, disarm the speedbrake, and use manual speedbrake for
landing. A performance penalty must be considered when using manual
speedbrake.
Gear....................................................................DOWN, 3 GREEN (PM, PF)
The gear handle should be in the down detent, 3 green down and locked
lights illuminated, and gear unsafe lights extinguished.
Flaps ........................................................................... _____, GREEN LIGHT
Verify the flap position indicator corresponds to the flap handle position
selected for landing. The green light verifies that leading edge devices are
correctly positioned.
Shoulder Harnesses (Flow) ..........................................................................ON
Each flight crewmember shall, during takeoff and landing keep their
shoulder harness fastened.
Sec. 3 Page 260
Rev. 11/15/02 #41 Continental
737
Flight Manual
LANDING PROCEDURES
LANDING FLAP SELECTION
A flap 30 configuration is recommended for most landings because it is more
operationally efficient, less noisy, and offers better approach - climb
performance. All B737 flights are dispatched for a flap 30 landing. A flap 40
landing should be considered for the following situations:
· Short runways
· Slippery runways
· Reduced ceiling and visibility approaches
· Occasional proficiency practice.
FINAL APPROACH
Optimum and consistent landing performance is achieved through the use of a
stabilized approach as referenced in Approach Procedures.
Once landing flaps have been established, target speeds (under stable air
conditions) will be VREF + 5 knots. However, the decrease in wind velocity
approaching the surface of the earth has the effect of a decrease in aircraft
velocity. Consequently, caution must be exercised to prevent airspeed bleed off
and increased sink rate during the last stage of the approach.
When the autothrottle is used throughout approach and touchdown (Autoland
Operations), position the internal bug to VREF + 5 knots, regardless of wind
speed. The autothrottle design features include automatic gust compensation.
Therefore, it is not necessary to set gust or wind strength corrections on the
speed selector. The system will handle the normal wind conditions encountered
during the final approach and landing. However, flight crews must be alert for
any unusual or extreme windshear conditions and be ready to take manual
control of the aircraft to complete the approach and landing or execute a goaround.
In all cases other than a Dual-Channel approach and autolanding with FLARE
annunciated on the FMA, the autothrottle must be disconnected prior to:
· Non Autoland Precision Approaches: No lower than 50 ft. AGL.
· Non Precision or Visual Approaches: No lower than 100 ft. AGL.
The characteristics of the Autothrottle Landing Flare Retard Mode are not
intended, nor are they predictable enough, for landing with manual aircraft
control inputs.
737
Flight Manual Continental
Sec. 3 Page 261
Rev. 11/15/02 #41
When the autothrottle is disconnected, at any point prior to touchdown, it is
imperative the target speed reflect the full wind correction. The target speed
will be determined by adding ½ the reported wind and all the gust not to exceed
plus >>@B 20 knots CD 15 knots to VREF. The minimum target
speed will be VREF + 5 knots.
VISUAL AIM POINT
The pilot should aim for a constant angle relationship with the 1,000 feet mark
on the runway, coordinating pitch attitude and power changes. As the end of the
runway disappears under the nose, maintain this stabilized attitude and power
setting until the flare point is reached.
The pilot should restrain himself from the tendency to dive at the runway when
breaking clear of the clouds at low altitude under instrument conditions, or as
the end of the runway disappears under the nose in visual flight conditions. The
high rates of sink that develop with this maneuver are not readily apparent on
either the airspeed indicator or the vertical speed indicator and may not be
noticed until the flare point.
THRESHOLD HEIGHT
Threshold height is a function of glide path angle and landing gear touchdown
target. During a typical 3° visual approach, with a 1,000 foot touchdown, the
main landing gear will cross the threshold at approximately 50’. Special
attention must be given to establishing a final approach that will assure safe
　
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