.  
sufficient runway width to account for possible directional control
difficulties

.  
altitude and temperature conditions that could result in high ground
speeds on touchdown and adverse taxi conditions

.  
runway selection options regarding "taxi-in" distance after landing

.  
availability of operator maintenance personnel to meet the airplane after
landing to inspect the wheels, tires, and brakes before continued taxi

.  
availability of support facilities should the airplane need repair.

Copyright . The Boeing Company. See title page for details.
8.24  FCT 737 (TM) October 31, 2006
737 Flight Crew Training  Manual

Landing on a Flat Tire
Boeing airplanes are designed so that the landing gear and remaining tire(s) have adequate strength to accommodate a flat nose gear tire or main gear tire. When the pilot is aware of a flat tire prior to landing, use normal approach and flare techniques, avoid landing overweight and use the center of the runway. Use differential braking as needed for directional control. With a single tire failure, towing is not necessary unless unusual vibration is noticed or other failures have occurred.
In the case of a flat nose wheel tire, slowly and gently lower the nose wheels to the runway while braking lightly. Runway length permitting, use idle reverse thrust. Autobrakes may be used at the lower settings. Once the nose gear is down, vibration levels may be affected by increasing or decreasing control column back pressure. Maintain nose gear contact with the runway.
Flat main gear tire(s) cause a general loss of braking effectiveness and a yawing moment toward the flat tire with light or no braking and a yawing moment away from the flat tire if the brakes are applied harder. Maximum use of reverse thrust is recommended. Do not use autobrakes.
If uncertain whether a nose tire or a main tire has failed, slowly and gently lower the nose wheels to the runway and do not use autobrakes. Differential braking may be required to steer the airplane. Use idle or higher reverse thrust as needed to stop the airplane.
Note:  Extended taxi distances or fast taxi speeds can cause significant increases in temperatures on the remaining tires.

Partial or Gear Up Landing
Land on all available gear. The landing gear absorbs the initial shock and delays touchdown of airplane body parts. Recycling the landing gear in an attempt to extend the remaining gear is not recommended. A gear up or partial gear landing is preferable to running out of fuel while attempting to solve a gear problem.
Landing Runway
Consideration should be given to landing at the most suitable airport with adequate runway and fire fighting capability. Foaming the runway is not necessary. Tests have shown that foaming provides minimal benefit and it takes approximately 30 minutes to replenish the fire truck’s foam supply.
Prior to Approach
If time and conditions permit, reduce weight as much as possible by burning off fuel to attain the slowest possible touchdown speed.

737 Flight Crew Training  Manual
At the captain’s command, advise the crew and the passengers of the situation, as needed. Coordinate with all ground emergency facilities. For example, fire trucks normally operate on a common VHF frequency with the airplane and can advise the crew of the airplane condition during the landing. Advise the cabin crew to perform emergency landing procedures and to brief passengers on evacuation procedures.
The NNC instructs the crew to inhibit the ground proximity system as needed to prevent nuisance warnings when close to the ground with the gear retracted.
For landing in any gear configuration, establish approach speed early and maintain a normal rate of descent.
Landing Techniques
Attempt to keep the airplane on the runway to minimize airplane damage and aid in evacuation. After touchdown lower the nose gently before losing elevator effectiveness. Use all aerodynamic capability to maintain directional control on the runway. At touchdown speed the rudder has sufficient authority to provide directional control in most configurations. At speeds below 60 knots, use nose wheel/rudder pedal steering, if available, and differential braking as needed.
Use of Speedbrakes
During a partial gear or gear up landing, speedbrakes should be extended only when stopping distance is critical. Extending the speedbrakes before all gear, or the nose or the engine nacelle in the case of a gear that does not extend, have contacted the runway may compromise controllability of the airplane. Extending the speedbrakes after a complete touchdown also creates a risk of not being able to stow the speedbrakes after the airplane has come to a rest. If this is the case, there would be an increase in the probability of injuring passengers if the over wing exits are used for evacuation.
　
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