Use manual control of thrust levers. Due to automatic speed protection, autothrottle use may result in higher than desired speed on final. Engines will be at low idle speed due to no flap extension. When engines are near idle RPM, time required for engines to accelerate is longer than normal.
Note: Use of the autopilot during approach phase is acceptable. Do not autoland.
Speedbrakes are not recommended for airspeed reduction below 800 feet. If landing is anticipated beyond the normal touch down zone, go around.
Landing
Fly the airplane onto the runway at the recommended touchdown point. Flare only enough to achieve acceptable reduction in the rate of descent. Do not allow the airplane to float. Floating just above the runway surface to deplete additional speed wastes available runway and increases the possibility of a tail strike. Do not risk touchdown beyond the normal touchdown zone in an effort to achieve a smooth landing.
Slight forward pressure on the control column may be required to achieve touchdown at the desired point and to lower the nosewheel to the runway. After lowering the nosewheel to the runway, hold forward control column pressure and expeditiously accomplish the landing roll procedure. Full reverse thrust is required for a longer period of time.
Use of autobrakes is recommended. Autobrake setting should be consistent with runway length. (See Autobrakes Landing distance in the Performance Inflight section of the QRH). Use manual braking if deceleration is not suitable for the desired stopping distance.
Immediate initiation of reverse thrust at main gear touchdown (reverse thrust is more effective at high speeds) and full reverse thrust allows the autobrake system to reduce brake pressure to the minimum level. Less than maximum reverse thrust increases brake energy requirements and may result in excessive brake temperatures.
Leading Edge Slat Asymmetry - Landing
If a leading edge asymmetry/no leading edge device condition occurs, the adjusted VREF provides normal bank angle maneuvering capability but does not allow for 15° overshoot protection in all cases.
Do not hold the airplane off during landing flare. Floating just above the runway surface to deplete the additional threshold speed wastes available runway and increases the possibility of a tail strike.
Note: If the gear is retracted during a go-around and flap position is greater than 20, a landing gear configuration warning occurs.
Trailing Edge Flap Asymmetry - Landing
If a trailing edge flap up asymmetry occurs, full maneuvering capability exists even if the asymmetry occurred at flaps just out of the full up position. Burn off fuel to reduce landing weight and lower approach speed.
Fly accurate airspeeds in the landing pattern. At lesser flap settings excess airspeed is difficult to dissipate, especially when descending on final approach. Pitch attitude and rate of descent on final is higher than for a normal landing. During flare, airspeed does not bleed off as rapidly as normal.
Fly the airplane onto the runway at the recommended touchdown point. Flare only enough to achieve acceptable reduction in the rate of descent. Do not allow the airplane to float. Floating just above the runway surface to deplete additional speed wastes available runway and increases the possibility of a tail strike. Do not risk touchdown beyond the normal touchdown zone in an effort to achieve a smooth landing.
Note: If the gear is retracted during a go-around and flap position is greater than 20, a landing gear configuration warning occurs.
Jammed or Restricted Flight Controls
Although rare, jamming of the flight control system has occurred on commercial airplanes. A jammed flight control can result from ice accumulation due to water leaks onto cables or components, dirt accumulation, component failure such as cable break or worn parts, improper lubrication, or foreign objects.
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