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A properly performed maneuver will result in the rudder and lateral controls
being positioned in the correct position for the start of the crosswind landing
roll.
Sec. 3 Page 264
Rev. 11/15/02 #41 Continental
737
Flight Manual
SIDESLIP CROSSWIND TECHNIQUE
The objective of the sideslip crosswind technique is to hold the aircraft
longitudinal axis aligned with the course and runway centerline during the final
phase of the approach and touchdown.
The initial phase of the sideslip method utilizes the crab method to correct for
wind drift.
The final phase of the landing approach is made on course with the aircraft’s
centerline aligned on or parallel to the runway centerline. Downwind rudder is
used to align the longitudinal axis parallel to the desired track as lateral control
is applied into the wind to prevent wind drift. Thus, a steady sideslip is
established to hold the desired course. Retain to touchdown.
A properly coordinated maneuver will result in nearly fixed rudder and lateral
control positions during the final phase of the approach, touchdown, and start of
landing roll.
CRAB AND SIDESLIP COMBINED
In the event the crosswind component necessitates a large bank or crab angle, it
may be necessary to combine the crab method with the sideslip method.
Touchdown is made by a slight increase in downwind rudder as lateral control is
changed to level the wings. Touchdown may be made with the upwind wheels
touching down first. Lower the downwind and nose wheels to the runway, and
apply aileron into the wind.
With any method, the control requirements at touchdown and start of landing
roll are the same. Use speedbrakes, brakes, and reverse thrust normally after
touchdown.
737
Flight Manual Continental
Sec. 3 Page 265
Rev. 11/15/02 #41
BOUNCED LANDING
In the event of a bounced landing:
· Hold or re-establish normal landing attitude
· Add thrust as necessary to control the sink rate
· Do not push over, as this may cause a second bounce and possibly
damage the nose gear.
Should a high hard bounce occur:
· Initiate an immediate go-around
· Apply go-around thrust and use normal go-around procedures. A
second touchdown may occur during the go-around.
· Do not retract the landing gear until a positive rate of climb is
established and called by either pilot.
Caution: Tail strike and near tail strike landings have occurred in a flaps 40
configuration that resulted in a hard or bounced landing.
SPEEDBRAKE
The speedbrake should be armed to extend automatically. Both pilots should
monitor speedbrake extension after touchdown. If automatic extension fails, the
Captain should immediately extend them manually.
Note: Unless the speedbrake is raised after touchdown, braking effectiveness
may be reduced initially by as much as 60% since very little weight
will be on the wheels and brake application may cause rapid anti-skid
modulation.
Caution: To protect as much as possible from tail strike during landing, the
PF must make certain that the landing attitude does not increase
after touchdown.
Sec. 3 Page 266
Rev. 11/15/02 #41 Continental
737
Flight Manual
REVERSE THRUST
Immediate initiation of reverse thrust at main gear touchdown and full reverse
thrust will allow the autobrake system to reduce brake pressure to the minimum
level, thus minimizing brake and tire wear and keep brake temperatures in the
normal range.
The importance of establishing the desired reverse thrust level (approximately
80% N1) as soon as possible after touchdown to minimize brake temperatures
and tire and brake wear and to reduce stopping distance on very slippery
runways cannot be overemphasized.
Since the autobrake system senses deceleration and modulates brake pressure
accordingly, the proper application of reverse thrust will result in reduced
braking for a large portion of the landing roll.
Note: When using only minimum reverse thrust with autobrake, the brake
energy requirements will almost double, resulting in high brake
temperatures.
At main gear touchdown, rapidly raise the reverse thrust levers and move them
aft to the interlock, then to the reverse thrust detent. Modulate reverse thrust as
required and avoid exceeding engine limits. Conditions permitting limit reverse
thrust to 82% N1 for passenger comfort. When required, the maximum
allowable go-around N1 may be used.
At approximately 80 knots, gradually reduce reverse thrust so as to be at no
more than idle reverse when reaching taxi speed.
7374147
After Reverse Interlock
　
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