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Touchdown In Crab
The airplane can land using crab only (zero sideslip) up to the landing crosswind guideline speeds. (See the landing crosswind guidelines table, this chapter).
On dry runways, upon touchdown the airplane tracks toward the upwind edge of the runway while de-crabbing to align with the runway. Immediate upwind aileron is needed to ensure the wings remain level while rudder is needed to track the runway centerline. The greater the amount of crab at touchdown, the larger the lateral deviation from the point of touchdown. For this reason, touchdown in a crab only condition is not recommended when landing on a dry runway in strong crosswinds.
On very slippery runways, landing the airplane using crab only reduces drift toward the downwind side at touchdown, permits rapid operation of spoilers and autobrakes because all main gears touchdown simultaneously, and may reduce pilot workload since the airplane does not have to be de-crabbed before touchdown. However, proper rudder and upwind aileron must be applied after touchdown to ensure directional control is maintained.

737 Flight Crew Training  Manual
Sideslip (Wing Low)
The sideslip crosswind technique aligns the airplane with the extended runway centerline so that main gear touchdown occurs on the runway centerline.
The initial phase of the approach to landing is flown using the crab method to correct for drift. Prior to the flare the airplane centerline is aligned on or parallel to the runway centerline. Downwind rudder is used to align the longitudinal axis to the desired track as aileron is used to lower the wing into the wind to prevent drift. A steady sideslip is established with opposite rudder and low wing into the wind to hold the desired course.
Touchdown is accomplished with the upwind wheels touching just before the downwind wheels. Overcontrolling the roll axis must be avoided because overbanking could cause the engine nacelle or outboard wing flap to contact the runway. (See Ground Clearance Angles - Normal Landing charts, this chapter.)
Properly coordinated, this maneuver results in nearly fixed rudder and aileron control positions during the final phase of the approach, touchdown, and beginning of the landing roll. However, since turbulence is often associated with crosswinds, it is often difficult to maintain the cross control coordination through the final phase of the approach to touchdown.
If the crew elects to fly the sideslip to touchdown, it may be necessary to add a crab during strong crosswinds. (See the landing crosswind guidelines table, this chapter). Main gear touchdown is made with the upwind wing low and crab angle applied. As the upwind gear touches first, a slight increase in downwind rudder is applied to align the airplane with the runway centerline. At touchdown, increased application of upwind aileron should be applied to maintain wings level.

Overweight Landing
Overweight landings may be safely accomplished by using normal landing procedures and techniques. There are no adverse handling characteristics associated with overweight landings. Landing distance is normally less than takeoff distance for flaps 30 or 40 landings at all gross weights. However, wet or slippery runway field length requirements should be verified from the landing distance charts in the PI chapter of the QRH. Brake energy limits will not be exceeded for flaps 30 or 40 landings at all gross weights.
Note:  Use of flaps 30 rather than flaps 40 is recommended to provide increased margin to flap placard speed.
If stopping distance is a concern, reduce the landing weight as much as possible. At the captain’s discretion, reduce weight by holding at low altitude with a high drag configuration (gear down) to achieve maximum fuel burn-off.
Copyright . The Boeing Company. See title page for details.
6.48  FCT 737 (TM) October 31, 2006
737 Flight Crew Training  Manual
Analysis has determined that, when landing at high gross weights at speeds associated with non-normal procedures requiring flaps set at 15 or less, maximum effort stops may exceed the brake energy limits. The gross weights where this condition can occur are well above maximum landing weights. For these non-normal landings, maximize use of the available runway for stopping.
Observe flap placard speeds during flap extension and on final approach. In the holding and approach patterns, maneuvers should be flown at the normal maneuver speeds. During flap extension, airspeed can be reduced by as much as 20 knots below normal maneuver speeds before extending to the next flap position. These lower speeds result in larger margins to the flap placards, while still providing normal bank angle maneuvering capability, but do not allow for a 15° overshoot margin in all cases.
Use the longest available runway, and consider wind and slope effects. Where possible avoid landing in tailwinds, on runways with negative slope, or on runways with less than normal braking conditions. Do not carry excess airspeed on final. This is especially important when landing during an engine inoperative or other non-normal condition. At weights above the maximum landing weight, the final approach maximum wind correction may be limited by the flap placards and load relief system.
　
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