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threshold clearance and gear touchdown at least 1,000’ down the runway.
Recommended standard callouts will assist the pilot in determining a proper
profile.
The main landing gear touchdown points, shown on the ILS and Visual
Approach Approximate Touchdown Point diagrams in this section, assume no
flare.
For Category I ILS installations, a transition from the ILS glideslope to a visual
glideslope should be made between decision height and 100’. A visual aim
point approximately 1500’ down the runway will provide a 40 to 60 foot
threshold clearance and a touchdown point about 1200 to 1300’ down the
runway.
The Radio Altimeter is biased to accurately indicate the height of the lowest part
of the main wheels above the terrain. Therefore, the Radio Altimeter is very
valuable in determining wheel height. The GPWS-activated annunciation’s of
radio altitude from 100’ to 10’ AGL, along with visual cues, will give the PF a
good assessment of the final stages of his/her approach, flare, and landing.
Sec. 3 Page 262
Rev. 11/15/02 #41 Continental
737
Flight Manual
FLARE AND LANDING
77373001
4° to 6°
Good landings are preceded by well flown, stabilized approaches.
Unstabilized approaches are the main cause of tail strike and near tail strike
landings.
Do not make rapid power or pitch changes low to the ground. Landing speeds
slower than planned VREF will result in higher than normal pitch attitudes, and
reduced tail clearance.
Pilots should observe the following during landing:
· The arming of the speed brake is required, if operable.
· Maintain a minimum of VREF + 5 knots to start of flare.
· Do not trim while in the flare or after touchdown. This can cause rapid or
unexpected increases in pitch attitude.
· Do not “hold the aircraft off” striving for a smooth landing. Speed decay, a
higher touchdown attitude and reduced tail clearance will result.
· Do not allow aircraft pitch to increase after touchdown.
· Immediately after touchdown, initiate reverse thrust and smoothly“fly”nose
wheel onto runway by relaxing aft control column pressure.
During a visual approach, the main landing gear should cross the runway
threshold at 50 feet. Main gear touchdown will occur just beyond 1,000 feet,
assuming the glidepath angle is 3 degrees.
Do not deviate from the glidepath in an attempt to touchdown sooner.
Crossing the threshold, shift the visual sighting point to approximately ¾ of the
way down the runway length, while maintaining descent. This will assist in
determining the flare point.
737
Flight Manual Continental
Sec. 3 Page 263
Rev. 11/15/02 #41
Initiate the flare when the main gear is approximately 15 feet above the runway.
After a hard or bounced landing, pilots should do a post flight inspection for any
damage. Remember, tail strike damage upon landing will occur approximately
12 feet forward of the tailskid indicator. Please refer to the table below:
Aft Fuselage Contact: Wheels on runway, struts compressed (landing).
B737-300 11.0 degrees
B737-500 12.0 degrees
B737-700 12.2 degrees
B737-800 9.2 degrees
B737-900 8.3 degrees
Caution: Tail strike and near tail strike landings have occurred in a flaps 40
configuration that resulted in a hard or bounced landing.
CROSSWIND LANDING
There are three accepted methods used in performing an approach to a landing
in a crosswind. They are the crab, sideslip and a combination of the two. In
crosswind conditions, the crosswind crab angle should be maintained to
touchdown on very slippery runways. Allowing the aircraft to touch down
without removing the crab angle will reduce drift toward the downwind side of
the runway on wet or icy runways. Auto spoilers and autobrake will operate
sooner when all main gear touch down simultaneously, thus establishing main
gear crab effect sooner and reducing pilot workload.
CRAB CROSSWIND TECHNIQUE
The objective of the crab crosswind technique is to maintain wings level
throughout the approach, touchdown and landing roll. On final approach, a crab
angle is established with wings level to hold the aircraft on the desired course.
Application of downwind rudder is started just prior to touchdown to eliminate
the crab and align the aircraft with the runway centerline.
As the rudder is applied, the upwind wing will sweep forward, developing roll.
Hold the wings level by simultaneous application of lateral control into the
wind. The touchdown is made with cross controls. The lateral control input can
be held nearly constant during touchdown and the start of the landing roll.
　
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