737 Flight Crew Training  Manual
A firm touchdown on the main gear is often preferable to a soft touchdown with the nose rising rapidly. In this case, the momentary addition of power may aid in preventing the tail strike. In addition, unstabilized approaches can result in landing long or a runway over run.
Holding Off in the Flare
The second most common cause of a landing tail strike is an extended flare, with a loss in airspeed that results in a rapid loss of altitude, (a dropped-in touchdown). This condition is often precipitated by a desire to achieve an extremely smooth/soft landing. A very smooth/soft touchdown is not essential, nor even desired, particularly if the runway is wet.
Trimming in the Flare
Trimming the stabilizer in the flare may contribute to a tail strike. The pilot flying may easily lose the feel of the elevator while the trim is running. Too much trim can raise the nose, even when this reaction is not desired. The pitch up can cause a balloon, followed either by dropping in or pitching over and landing in a three-point attitude. Flight crews should trim the airplane during the approach, but not in the flare.
Mishandling of Crosswinds
When the airplane is placed in a forward slip attitude to compensate for the wind effects, this cross-control maneuver reduces lift, increases drag, and may increase the rate of descent. If the airplane then descends into a turbulent surface layer, particularly if the wind is shifting toward the tail, the stage is set for tail strike.
The combined effects of high closure rate, shifting winds with the potential for a quartering tail wind, can result in a sudden drop in wind velocity commonly found below 100 feet. Combining this with turbulence can make the timing of the flare very difficult. The pilot flying can best handle the situation by using additional thrust, if needed, and by using an appropriate pitch change to keep the descent rate stable until initiation of the flare. Flight crews should clearly understand the criteria for initiating a go-around and plan to use this time-honored avoidance maneuver when needed.
Copyright . The Boeing Company. See title page for details.
October 31, 2006 FCT 737 (TM) 8.31

737 Flight Crew Training  Manual
Over-Rotation during Go-Around
Go-arounds initiated very late in the approach, such as during the landing flare or after touching down, are a common cause of tail strikes. When the go-around mode is initiated, the flight director immediately commands a go-around pitch attitude. If the pilot flying abruptly rotates up to the pitch command bar, a tail strike can occur before the airplane responds and begins climbing. During a go-around, an increase in thrust as well as a positive pitch attitude is needed. If the thrust increase is not adequate for the increased pitch attitude, the resulting speed decay will likely result in a tail strike. Another contributing factor in tail strikes may be a strong desire by the flight crew to avoid landing gear contact after initiating a late go-around when the airplane is still over the runway. In general, this concern is not warranted because a brief landing gear touchdown during a late go-around is acceptable. This had been demonstrated during autoland and go-around certification programs.

Wheel Well Fire
Prompt execution of the Wheel Well Fire NNC following a wheel well fire warning is important for timely gear extension. Landing gear speed limitations should be observed during this procedure.
If airspeed is above 270 knots/.82 Mach, the airspeed must be reduced before extending the landing gear. A rapid way to reduce airspeed during climb or descent is to select LVL CHG to open the MCP command speed window and then set approximately 250 knots. An alternate way to reduce airspeed during a climb or descent is to select altitude hold and select a lower speed. With the autothrottle in a speed mode, thrust levers may be reduced to idle and/or speedbrakes may be used to expedite deceleration.
Note:  To avoid unintended deceleration below the new target airspeed, the autothrottle should remain engaged.

Windows Window Damage
If both forward windows delaminate or forward vision is unsatisfactory, accomplish an autoland if the ILS facility is satisfactory.

Flight with the Side Window(s) Open
The inadvertent opening of an unlatched flight deck window by air loads during the takeoff roll is not considered an event that warrants a high speed RTO. Although the resulting noise levels may interfere with crew communications, the crew should consider continuing the takeoff and close the window after becoming airborne and the flight path is under control.
Copyright . The Boeing Company. See title page for details.
8.32  FCT 737 (TM) October 31, 2006

737 Flight Crew Training  Manual
If needed, the windows may be opened in-flight, after depressurizing the airplane. It is recommended that the airplane be slowed since the noise levels increase at higher airspeed. Intentions should be briefed and ATC notified prior to opening the window as the noise level is high, even at slow speeds. Because of airplane design, there is an area of relatively calm air over the open window. Forward visibility can be maintained by looking out of the open window using care to stay clear of the airstream.
　
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