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Release:
Normal Reverse Until 80 Knots.
Idle
Reverse
Detent
At Touchdown
Up & Aft Rapidly To Interlock. Maintain
Light Pressure On Interlock.
Reverse
Interlock
737
Flight Manual Continental
Sec. 3 Page 267
Rev. 11/15/02 #41
AUTOBRAKE
The autobrake system will be used, if available, for all landings. For autobrake
selection criteria refer to IN-RANGE checklist.
Note: Check that the AUTOBRAKE DISARM light is not illuminated. If
illuminated, the autobrake system is inoperative.
The aircraft nose will pitch down as the autobrake system activates and the nose
wheels can be eased onto the runway by a small elevator input.
Steer the aircraft with the rudder pedals. Differential braking will terminate
autobraking.
During the landing roll, use manual braking if the deceleration is not suitable for
the desired stopping distance.
Release the autobrakes by applying manual brake pressure or by positioning the
speedbrake lever in the down detent.
The transition to manual braking should be verbalized with the call “MANUAL
BRAKES.”
The aircraft speed at which the transition from autobrake to manual braking is
made varies with aircraft deceleration and stopping requirements. For runway
conditions that produce good deceleration, the transition from autobrake to
manual brakes should be made at about 80 knots. The transition speed should
be closer to a safe taxi speed on very slippery runways or when runway length is
limited.
MANUAL BRAKING
After deploying the spoilers, and with the nose gear on the ground, apply wheel
brakes. Make this first brake application with only light braking. Apply just
enough brakes to feel their effectiveness and to check operation. On a normal
landing with the touchdown near the 1,000 foot point, only light braking need be
used to complete the stop.
It is estimated that manual braking techniques frequently involve a four to five
second delay between main gear touchdown and brake pedal application even
when actual conditions reflect the need for a more rapid initiation of braking.
This delayed braking can result in the loss of 800 to 1,000 feet of runway.
Directional control requirements for crosswind conditions and low visibility
may further increase the above delays as can the distraction arising from a
malfunctioning reverser system.
Sec. 3 Page 268
Rev. 11/15/02 #41 Continental
737
Flight Manual
The anti-skid system will stop the aircraft for all runway conditions in a shorter
distance than is possible with either anti-skid off or brake pedal modulation.
The anti-skid system adapts pilot applied brake pressure to runway conditions
by sensing an impending skid condition and adjusting the brake pressure to each
individual wheel for maximum braking effort.
When brakes are applied on a slippery runway, several skid cycles will occur
before the anti-skid system establishes the right amount of brake pressure for
the most effective braking. If the pilot modulates the brake pedals, the anti-skid
system is forced to readjust the brake pressure to establish optimum braking.
During this readjustment time, braking efficiency is lost.
Due to the low available braking coefficient of friction on extremely slippery
runways at high speeds, the pilot is confronted with a rather gradual buildup of
deceleration and may interpret the lack of an abrupt sensation of deceleration as
a total anti-skid failure. The natural response might be to pump the brakes or
turn off the anti-skid. Either action will degrade braking effectiveness.
737
Flight Manual Continental
Sec. 3 Page 269
Rev. 11/15/02 #41
REVERSE THRUST AND CROSSWIND
REVTHRUS
Reverse
Thrust
Vector
Start
Reverse
Thrust
Brakes Off
Reverse
Thrust
Idle
Crosswind Component
Reverse Thrust Side Force Component
Touch
Down
Cross
Wind Crab
Prior to
Touchdown
Cross-
Wind
Component
Straighten
Roll Path
With Rudder
Steering and
Differential
Braking
Reapply Reverse
Thrust and Full
Brakes
This diagram shows a directional problem during a landing rollout on a slippery
runway with a crosswind. As the aircraft starts to weather vane into the wind,
the reverse thrust side force components adds to the crosswind component and
drifts the aircraft to the downwind side of the runway. Main gear tire cornering
forces available to counteract this drift will be at a minimum when the anti-skid
system is operating at maximum braking effectiveness for existing conditions.
　
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