Landing Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.33
Speedbrakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6.33
Directional Control and Braking during Landing Roll . . . . . . . . . . 6.34
Factors Affecting Landing Distance . . . . . . . . . . . . . . . . . . . . . . . . 6.34 Wheel Brakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.39 Reverse Thrust Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.42
Crosswind Landings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.46
Landing Crosswind Guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.46
Crosswind Landing Techniques . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.47
Overweight Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.48
Overweight Autolands Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.49
Copyright . The Boeing Company. See title page for details.
6.TOC.2 FCT 737 (TM) October 31, 2006
737 Flight Crew Training Manual
Preface
This chapter outlines recommended operating practices and techniques for landing, rejected landings and landing roll. Techniques are provided to help the pilot effectively utilize approach lighting, control the airplane during crosswind landings and maintain directional control after landing. Additionally, information on factors affecting landing distance and landing geometry is provided.
Landing Configurations and Speeds
737-300 - 737-500 Flaps 15, 30 (for noise abatement) and 40 are normal landing flap positions. Flaps 15 is normally limited to airports where approach climb performance is a factor. Runway length and condition must be taken into account when selecting a landing flap position.
737-600 - 737-900 Flaps 15 (except JAA), 30 (for noise abatement) and 40 are normal landing flap positions. Flaps 15 is normally limited to airports where approach climb performance is a factor. Runway length and condition must be taken into account when selecting a landing flap position.
Maneuver Margin
Flight profiles should be flown at, or slightly above, the recommended maneuvering speed for the existing flap configuration. These speeds approximate maximum fuel economy and allow full maneuvering capability (25° bank with a 15° overshoot).
Full maneuver margin exists for all normal and non-normal landing procedures whenever speed is at or above the maneuver speed for the current flap setting. Full maneuver margin exists with flaps 15 at VREF 30 + 5 or VREF 40 + 5 during a go-around at go-around thrust.
Airspeeds recommended for non-normal flight profiles are intended to restore
near normal maneuvering margins and/or aerodynamic control response. The configuration changes are based on maintaining full maneuvering and/or maximum performance unless specified differently in individual procedures. It is necessary to apply wind correction to the VREF speeds. See the Command Speed section in chapter 1 for an explanation of wind corrections.
737 Flight Crew Training Manual
Non-Normal Landing Configurations and Speeds
The Non-Normal Configuration Landing Distance table in the PI chapter of the QRH shows speeds and landing distances for various non-normal landing configurations and runway conditions. The target speed for the approach is the appropriate approach VREF plus the wind and gust additives.
Non-Normal Landing Distance
Because of higher approach speeds associated with the non-normal landing condition the actual landing distance is increased. The flight crew should review the Non-Normal Configuration Landing Distance information in the PI chapter of the QRH.
Copyright . The Boeing Company. See title page for details.
FCT 737 (TM) October 31, 2006
737 Flight Crew Training Manual
Visual Approach Slope Indicator (VASI/T - VASI)
The VASI is a system of lights arranged to provide visual descent guidance information during the approach. All VASI systems are visual projections of the approach path normally aligned to intersect the runway at a point 1,000 or 1,800 feet beyond the threshold. Flying the VASI glide slope to touchdown is the same as selecting a visual aim point on the runway adjacent to the VASI installation.
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