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thrust as required and avoid exceeding engine limits.
At approximately 80 knots, begin a gradual reduction of reverse thrust to be at
idle reverse when reaching taxi speed.
Under emergency conditions, maximum reverse thrust may be used to a
complete stop.
737
Flight Manual Continental
Sec. 3 Page 347
Rev. 11/15/02 #41
Autobrake Stopping
Arm the autobrake system before landing by selecting position 2 or 3
deceleration level. At main gear touchdown, after wheel spin-up, the autobrake
system smoothly begins to apply symmetrical braking and to control aircraft
deceleration.
The autobrake system can be disarmed by application of pressure on any brake
pedal; storage of speed brake handle to full forward detent, or turning autobrake
selector to OFF and take over manual braking.
If the autobrake system is not available, complete the landing roll using manual
braking.
Manual Brake Stopping
Without autobraking, apply brakes smoothly and symmetrically immediately
after nose gear touchdown, with moderate to firm pedal pressure and hold until
a safe stop is assured. Do not cycle the brake pedals. The brakes and thrust
reversers should be applied together. Due to the 3 - 5 seconds delay before
buildup of full effective reverse thrust, brakes will normally be operating before
reverse thrust.
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 may 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 re-establish optimum braking. During this readjustment
time, braking efficiency is lost.
Due to the low coefficient of friction on extremely slippery runways at high
speeds, the pilot is confronted with a rather gradual increase in deceleration and
may interpret the lack of an abrupt sensation of deceleration as a total anti-skid
failure. His natural response might be to pump the brakes or turn the anti-skid
OFF. Either action will degrade braking effectiveness.
Sec. 3 Page 348
Rev. 11/15/02 #41 Continental
737
Flight Manual
Avoid large, abrupt steering and rudder pedal inputs that may lead to
overcontrol and skidding. Rudder control is relatively effective down to 40 - 60
knots. Maintain directional control and wings level with appropriate control
inputs. The optimum nosewheel steering angle varies with runway condition
and aircraft speed and is about 1 to 2 degrees for a very slippery runway. Keep
light forward pressure on the control column to improve nose wheel steering
effectiveness.
Caution: The nose wheel steering (tiller) should not be used above normal
taxi speeds (20 knots).
Reverse Thrust and Crosswind
The reverse thrust side force and a crosswind can cause the aircraft to drift to
the downwind side of the runway if the aircraft is allowed to weathervane into
the wind. As the aircraft starts to weathervane into the wind, the reverse thrust
side force component 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 reduced when the anti-skid system is operating at
maximum braking effectiveness for existing conditions. To correct back to the
centerline, reduce reverse thrust to idle reverse and release the brakes. This will
minimize the side force component without the requirement to go through a full
reverser actuating cycle, and provide the total tire cornering forces for
realignment with the runway centerline. Use rudder steering and differential
braking, as required to prevent overcorrecting past the runway centerline.
When re-established on the runway centerline, reapply steady brakes and
reverse thrust as required to stop the aircraft.
Turnoff
Do not attempt to turn off from a slippery runway until speed is reduced to a
safe level to prevent skidding. Anticipate low friction when approaching the
touchdown zone at the far end of the runway. The touchdown zone may be very
slippery when wet due to heavy rubber and oil deposits.
The following chart summarizes the recommended procedure for landing the
B737 on wet or slippery runways (see next page):
737
Flight Manual Continental
　
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