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When landing with any gear that indicates up or partially extended, attempt to fly the area with the unsafe indication smoothly to the runway at the lowest speed possible, but before losing flight control effectiveness. A smooth touchdown at a low speed helps to reduce airplane damage and offers a better chance of keeping the airplane on the runway. Since the airplane is easier to control before body parts make ground contact, delay extending the speedbrakes until after the nose and both sides of the airplane have completed touchdown. If the speedbrakes are deployed before all areas have made contact with the runway, the airplane will complete touchdown sooner and at a higher speed.
Copyright . The Boeing Company. See title page for details.
8.26 FCT 737 (TM) October 31, 2006
737 Flight Crew Training  Manual
Use of Reverse Thrust
During a partial gear or gear up landing, an engine making ground contact could suffer sufficient damage such that the thrust reverser mechanism may not operate. Selecting reverse thrust with any gear not extended may produce an additional asymmetric condition that makes directional control more difficult. Reverse thrust should be used only when stopping distance is critical.
If reverse thrust is needed, keep in mind that the airplane is easier to control before body parts make ground contact. If the thrust reversers are deployed before all gear, or the nose or the engine nacelle in the case of a gear that does not extend, have made contact with the runway, the airplane will complete touchdown sooner and at a higher speed.
After Stop
Accomplish an evacuation, if needed.
Partial or Gear Up Combinations Both Main Gear Extended with Nose Gear Up
Land in the center of the runway. After touchdown lower the nose gently before losing elevator effectiveness.
Nose Gear Only Extended
Land in the center of the runway. Use normal approach and flare attitudes maintaining back pressure on the control column until ground contact. The engines contact the ground prior to the nose gear.
One Main Gear Extended and Nose Gear Extended
Land the airplane on the side of the runway that corresponds to the extended main gear down. At touchdown, maintain wings level as long as possible. Use rudder and nose wheel steering for directional control. After all gear, or the engine nacelle where the gear is not extended, have made contact with the runway, braking on the side opposite the unsupported wing should be used as needed to keep the airplane rolling straight.
One Main Gear Only Extended
Land the airplane on the side of the runway that corresponds to the extended main gear down. At touchdown, maintain wings level as long as possible. Use rudder for directional control. After all gear, or the nose or the engine nacelle in the case of gear that do not extend, have made contact with the runway, braking on the side opposite the unsupported wing should be used as needed to keep the airplane rolling straight.

737 Flight Crew Training  Manual
All Gear Up or Partially Extended
Land in the center of the runway. The engines contact the ground first. There is adequate rudder available to maintain directional control during the initial portion of the ground slide. Attempt to maintain the centerline while rudder control is available.

Overspeed
VMO/MMO is the airplane maximum certified operating speed and should not be intentionally exceeded. However, crews occasionally can experience inadvertent overspeeds. Airplanes have been flight tested beyond VMO/MMO to ensure smooth pilot inputs will return the airplane safely to the normal flight envelope.
737-300 - 737-500 During cruise, the typical causes of overspeed events are windshear encounters or high altitude wave activity. Some windshears and wave activity speed changes are beyond the capability of the autothrottle system to prevent short term overspeeds.
737-600 - 737-900 During cruise, the typical causes of overspeed events are windshear encounters or high altitude wave activity. Although autothrottle logic provides for more aggressive control of speed as the airplane approaches VMO or MMO, there are some windshears and wave activity speed changes that are beyond the capability of the autothrottle system to prevent short term overspeeds.
When correcting an overspeed during cruise at high altitude, avoid reducing thrust to idle which results in slow engine acceleration back to cruise thrust and may result in overcontrolling the airspeed or a loss of altitude. If autothrottle corrections are not satisfactory, temporarily deploying partial speedbrakes can assist in reducing speed and avoiding the need for idle thrust.
During descents at or near VMO/MMO, most overspeeds are encountered after the autopilot initiates capture of the VNAV path from above or during a level-off when the speedbrakes were required to maintain the path. In these cases, if the speedbrakes are retracted during the level-off, the airplane can momentarily overspeed. During descents using speedbrakes near VMO/MMO, delay retraction of the speedbrakes until after VNAV path or altitude capture is complete. Crews routinely climbing or descending in windshear conditions may wish to consider a 5 to 10 knot reduction in climb or descent speeds to reduce overspeed occurrences. This will have a minimal effect on fuel consumption and total trip time.
　
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