Boeing 737 - 600/700/800/900. Flight Crew Training Manual (1999 year)

Landing

Pitch and Roll Limit Conditions

The Ground Contact Angles - Normal Landing figure illustrates body roll

angle/pitch angles at which the airplane structure contacts the runway. Prolonged

flare increases the body pitch attitude 2° to 3°. When prolonged flare is coupled

with a misjudged height above the runway aft body contact is possible.

Fly the airplane onto the runway at the desired touchdown point and at the desired

airspeed. Do not hold it off and risk the possibility of a tailstrike.

Note: A smooth touchdown is not the criterion for a safe landing.

6.20

Landing

Landing Roll

Avoid touching down with thrust above idle since this may establish an airplane

nose up pitch tendency and increases landing roll.

After main gear touchdown, initiate the landing roll procedure. If the speedbrakes

do not extend automatically move the speedbrake lever to the UP position without

delay. Fly the nosewheel onto the runway smoothly by relaxing aft control column

pressure. Control column movement forward of neutral should not be required. Do

not attempt to hold the nosewheel off the runway. Holding the nose up after

touchdown for aerodynamic braking is not an effective braking technique.

To avoid possible airplane structural damage, do not make large nose down

control column movements before the nose wheels are lowered to the runway.

To avoid the risk of tailstrike, do not allow the pitch attitude to increase after

touchdown. However, applying excessive nose down elevator during landing can

result in substantial forward fuselage damage. Do not use full down elevator. Use

an appropriate autobrake setting or manually apply wheel brakes smoothly with

steadily increasing pedal pressure as required for runway condition and runway

length available. Maintain deceleration rate with constant or increasing brake

pressure as required until stopped or desired taxi speed is reached.

Speedbrakes

The speedbrake system is controlled with the SPEEDBRAKE lever (which is

moved UP and DOWN). The speedbrake system consists of individual spoiler

panels which the pilot can extend and retract by moving the SPEEDBRAKE lever.

The speedbrakes can be fully raised after touchdown while the nose wheels are

lowered to the runway, with no adverse pitch effects. The speedbrakes spoil the

lift from the wings, which places the airplane weight on the main landing gear,

providing excellent brake effectiveness.

Unless speedbrakes are raised after touchdown, braking effectiveness may be

reduced initially as much as 60%, since very little weight is on the wheels and

brake application may cause rapid anti-skid modulation.

Normally, speedbrakes are armed to extend automatically. Both pilots should

monitor speedbrake extension after touchdown. In the event auto extension fails,

the speedbrake should be manually extended immediately.

Pilot awareness of the position of the speedbrake lever during the landing phase is

important in the prevention of over-run. The position of the speedbrakes should be

announced during the landing phase by the PM. This improves the crew’s

situational awareness of the position of the spoilers during landing and builds

good habit patterns which can prevent failure to observe a malfunctioned or

disarmed spoiler system.

6.22

Landing

Directional Control and Braking during Landing Roll

If the nose wheels are not promptly lowered to the runway, braking and steering

capabilities are significantly degraded and no drag benefit is gained. Rudder

control is effective to approximately 60 knots. Rudder pedal steering is sufficient

for maintaining directional control during the rollout. Do not use the nose wheel

steering wheel until reaching taxi speed. In a crosswind, displace the control wheel

into the wind to maintain wings level which aids directional control. Perform the

landing roll procedure immediately after touchdown. Any delay markedly

increases the stopping distance.

Stopping distance varies with wind conditions and any deviation from

recommended approach speeds.

Factors Affecting Landing Distance

Advisory information for normal and non-normal configuration landing distances

is contained in the PI section of the QRH. Actual stopping distances for a

maximum effort stop are approximately 60% of the dry runway field length

requirement. Factors that affect stopping distance include: height and speed over

the threshold, glide slope angle, landing flare, lowering the nose to the runway, use

of reverse thrust, speedbrakes, wheel brakes and surface conditions of the runway.

Note: Reverse thrust and speedbrake drag are most effective during the high

speed portion of the landing. Deploy the speedbrake lever and activate

reverse thrust with as little time delay as possible.

Note: Speedbrakes fully deployed, in conjunction with maximum reverse thrust

and maximum manual anti-skid braking provides the minimum stopping

distance.

Floating above the runway before touchdown must be avoided because it uses a

large portion of the available runway. The airplane should be landed as near the

normal touchdown point as possible. Deceleration rate on the runway is

approximately three times greater than in the air.

Height of the airplane over the runway threshold also has a significant effect on

total landing distance. For example, on a 3° glide path, passing over the runway

threshold at 100 feet altitude rather than 50 feet could increase the total landing

distance by approximately 950 feet. This is due to the length of runway used up

before the airplane actually touches down.

Glide path angle also affects total landing distance. As the approach path becomes

flatter, even while maintaining proper height over the end of the runway, total

landing distance is increased.

6.23

Landing

Slippery Runway Landing Performance

When landing on slippery runways contaminated with ice, snow, slush or standing

water, the reported braking action must be considered. Advisory information for

reported braking actions of good, medium and poor is contained in the PI section

of the QRH. The performance level associated with good is representative of a wet

runway. The performance level associated with poor is representative of a wet ice

covered runway. Also provided in the QRH are stopping distances for the various

autobrake settings and for non-normal configurations. Pilots should use extreme

caution to ensure adequate runway length is available when poor braking action is

reported.

Pilots should keep in mind slippery/contaminated runway advisory information is

based on an assumption of uniform conditions over the entire runway. This means

a uniform depth for slush/standing water for a contaminated runway or a fixed

braking coefficient for a slippery runway. The data cannot cover all possible

slippery/contaminated runway combinations and does not consider factors such as

rubber deposits or heavily painted surfaces near the end of most runways. With

these caveats in mind, it is up to the airline to determine operating policies based

on the training and operating experience of their flight crews.

One of the commonly used runway descriptors is coefficient of friction. Ground

friction measuring vehicles typically measure this coefficient of friction. Much

work has been done in the aviation industry to correlate the friction reading from

these ground friction measuring vehicles to airplane performance. Use of ground

friction vehicles raises the following concerns:

• the measured coefficient of friction depends on the type of ground friction

measuring vehicle used. There is not a method, accepted worldwide, for

correlating the friction measurements from the different friction

measuring vehicles to each other, or to the airplane's braking capability.

• most testing to date, which compares ground friction vehicle performance

to airplane performance, has been done at relatively low speeds (100

knots or less). The critical part of the airplane's deceleration

characteristics is typically at higher speeds (120 to 150 knots).

6.24

Landing

• ground friction vehicles often provide unreliable readings when

measurements are taken with standing water, slush or snow on the

runway. Ground friction vehicles might not hydroplane (aquaplane) when

taking a measurement while the airplane may hydroplane (aquaplane). In

this case, the ground friction vehicles would provide an optimistic reading

of the runway's friction capability. The other possibility is the ground

friction vehicles might hydroplane (aquaplane) when the airplane would

not, this would provide an overly pessimistic reading of the runway's

friction capability. Accordingly, friction readings from the ground friction

vehicles may not be representative of the airplane's capability in

hydroplaning conditions.

• ground friction vehicles measure the friction of the runway at a specific

time and location. The actual runway coefficient of friction may change

with changing atmospheric conditions such as temperature variations,

precipitation etc. Also, the runway condition changes as more operations

are performed.

The friction readings from ground friction measuring vehicles do supply an

additional piece of information for the pilot to evaluate when considering runway

conditions for landing. Crews should evaluate these readings in conjunction with

the PIREPS (pilot reports) and the physical description of the runway (snow,

slush, ice etc.) when planning the landing. Special care should be taken in

evaluating all the information available when braking action is reported as POOR

or if slush/standing water is present on the runway.

6.25

Landing

Factors Affecting Landing Distance (Typical)

•

Maximum effort stop

50'

Flaps 40

•

Stop

Proper

• Normal flare and touchdown

• Verify speedbrake extension

• Apply braking and reverse thrust

simultaneously

• Maintain steady full brake pedal

pressure

Increase in typical landing distance

Improper

Overextended flare

due to improper landing techniques

(3 sec. float after flare)

•

515'-775'

High over threshold

(100' alt.)

•

950'

Speedbrakes not extended

•

420'-825' *

Speedbrakes not extended & thrust

reversers not deployed

•

640'-1165' *

1/2 brake pressure

•

600'-1530' *

High approach speed

(+10 knots)

•

170'-310' *

*Landing distance varies with runway condition, wet or dry.

Data excludes contaminated runway considerations.

6.26

Landing

Wheel Brakes

Braking force is proportional to the force of the tires on the runway and the

coefficient of friction between the tires and the runway. The contact area normally

changes little during the braking cycle. The perpendicular force comes from

airplane weight and any downward aerodynamic force such as speedbrakes.

The coefficient of friction depends on the tire condition and runway surface, (e.g.

concrete, asphalt, dry, wet or icy).

Automatic Brakes

Boeing recommends that whenever runway limited, using higher than normal

approach speeds, landing on slippery runways or landing in a crosswind, the

autobrake system be used.

For normal operation of the autobrake system select a deceleration setting.

Settings include:

• MAX: Used when minimum stopping distance is required. Deceleration

rate is less than that produced by full manual braking

• MED (2 or 3, as installed): Should be used for wet or slippery runways or

when landing rollout distance is limited

• MIN (1, as installed): These settings provide a moderate deceleration

effect suitable for all routine operations.

Flight crew/airline experience with airplane characteristics relative to the various

runway conditions routinely encountered provide initial guidance as to the

desirable level of deceleration selected.

Immediate initiation of reverse thrust at main gear touchdown and full reverse

thrust allow the autobrake system to reduce brake pressure to the minimum level.

Since the autobrake system senses deceleration and modulates brake pressure

accordingly, the proper application of reverse thrust results in reduced braking for

a large portion of the landing roll.

The importance of establishing the desired reverse thrust level as soon as possible

after touchdown cannot be overemphasized. This minimizes brake temperatures

and tire and brake wear and reduces stopping distance on very slippery runways.

The use of minimum reverse thrust almost doubles the brake energy requirements

and can result in brake temperatures much higher than normal.

After touchdown, crewmembers should be alert for autobrake disengagement

annunciations. The PM should notify the PF anytime the autobrakes disengage.

If stopping distance is not assured with autobrakes engaged, the PF should

immediately apply manual braking sufficient to assure deceleration to a safe taxi

speed within the remaining runway.

6.27

Landing

A table in the PI section of the QRH shows the relative stopping capabilities of the

available autobrake selections.

Transition to Manual Braking

The speed at which the transition from autobrakes to manual braking is made

depends upon airplane deceleration rate, runway conditions and stopping

requirements. When transitioning to manual braking, keep the speedbrakes

deployed and use reverse thrust as required until taxi speed. This is especially

important when nearing the end of the runway where rubber deposits affect

stopping ability.

When transitioning from the autobrake system to manual braking, the PF should

notify the PM. Techniques for release of autobrakes can affect passenger comfort

and stopping distance. These techniques are:

• stow the speed brake handle. When stopping distance within the

remaining runway is assured, this method provides a smooth transition to

manual braking, is effective before or after thrust reversers are stowed,

and is less dependent on manual braking technique

• smoothly apply brake pedal force as in a normal stop, until the autobrake

system disarms. Following disarming of the autobrakes, smoothly release

brake pedal pressure. Disarming the autobrakes before coming out of

reverse thrust provides a smooth transition to manual braking

• manually position the autobrake selector off (normally done by the PM at

the direction of the PF).

Manual Braking

The following technique for manual braking provides optimum braking for all

runway conditions:

The pilot’s seat and rudder pedals should be adjusted so that it is possible to apply

maximum braking with full rudder deflection.

Immediately after main gear touchdown, smoothly apply a constant brake pedal

pressure for the desired braking. For short or slippery runways, use full brake

pedal pressure.

• do not attempt to modulate, pump or improve the braking by any other

special techniques

• do not release the brake pedal pressure until the airplane speed has been

reduced to a safe taxi speed

• the antiskid system stops the airplane for all runway conditions in a

shorter distance than is possible with either antiskid off or brake pedal

modulation.

6.28

Landing

The antiskid system adapts pilot applied brake pressure to runway conditions by

sensing an impending skid condition and adjusting the brake pressure to each

individual wheel for maximum braking effort. When brakes are applied on a

slippery runway, several skid cycles occur before the antiskid system establishes

the right amount of brake pressure for the most effective braking.

If the pilot modulates the brake pedals, the antiskid system is forced to readjust the

brake pressure to establish optimum braking. During this readjustment time,

braking efficiency is lost.

Low available braking coefficient of friction on extremely slippery runways at

high speeds may be interpreted as a total antiskid failure. Pumping the brakes or

turning off the antiskid degrades braking effectiveness. Maintain steadily

increasing brake pressure, allowing the antiskid system to function at its optimum.

Although immediate braking is desired, manual braking techniques normally

involve a four to five second delay between main gear touchdown and brake pedal

application even when actual conditions reflect the need for a more rapid initiation

of braking. This delayed braking can result in the loss of 800 to 1,000 feet of

runway. Directional control requirements for crosswind conditions and low

visibility may further increase the delays. Distractions arising from a

malfunctioning reverser system can also result in delayed manual braking

application.

Braking with Antiskid Inoperative

When the antiskid system is inoperative, the following techniques apply:

• ensure that the nose wheels are on the ground and the speedbrakes are

extended before applying the brakes

• initiate wheel braking using very light pedal pressure and increase

pressure as ground speed decreases

• apply steady pressure and DO NOT PUMP the pedals.

Flight testing has demonstrated that braking effectiveness on a wet grooved

runway is similar to that of a dry runway. Caution however must be exercised

when braking on any wet, ungrooved portions of the runway with antiskid

inoperative to avoid blown tires.

Brake Cooling

A series of taxi-back or stop and go landings without additional in-flight brake

cooling can cause excessive brake temperatures. The energy absorbed by the

brakes from each landing is cumulative.

Extending the gear a few minutes early in the approach normally provides

sufficient cooling for a landing. Total in-flight cooling time can be determined

from the Performance Inflight section of the QRH.

6.29

Landing

The optional brake temperature monitoring system may be used for additional

flight crew guidance in assessing brake energy absorption. This system indicates

a stabilized value approximately fifteen minutes after brake energy absorption.

Therefore, an immediate or reliable indication of tire or hydraulic fluid fire, wheel

bearing problems, or wheel fracture is not available. The brake temperature

monitor readings may vary between brakes during normal braking operations.

Note: Brake energy data provided in the QRH should be used to identify potential

overheat situations.

To minimize brake temperature build-up:

• for airplanes without operative brake temperature monitoring systems:

If the last ground time plus present flight time is less than 90 minutes,

extend the landing gear 5 minutes early or 7 minutes prior to landing

• for airplanes with operating brake temperature monitoring systems:

Extend the landing gear approximately one minute early for each unit of

brake temperature above normal.

Close adherence to recommended landing roll procedures ensures minimum brake

temperature build up.

Reverse Thrust Operation

Awareness of the position of the forward and reverse thrust levers must be

maintained during the landing phase. Improper seat position as well as long

sleeved apparel may cause inadvertent advancement of the forward thrust levers,

preventing movement of the reverse thrust levers.

The position of the hand should be comfortable, permit easy access to the

autothrottle disconnect switch, and allow control of all thrust levers, forward and

reverse, through full range of motion.

Note: Reverse thrust always reduces the “brake only” stopping distance, brake

and tire wear. Reverse thrust is most effective at high speeds.

After touchdown, with the thrust levers at idle, rapidly raise the reverse thrust

levers up and aft to the interlock position, then to the number 2 reverse thrust

detent. Conditions permitting, limit reverse thrust to the number 2 detent. The PM

should monitor engine operating limits and call out any engine operational limits

being approached or exceeded, any thrust reverser failure, or any other

abnormalities.

6.30

Landing

Maintain reverse thrust as required, up to maximum, until the airspeed approaches

60 knots. At this point start reducing the reverse thrust so that the reverse thrust

levers are moving down at a rate commensurate with the deceleration rate of the

airplane. The thrust levers should be positioned to reverse idle by taxi speed, then

to full down after the engines have decelerated to idle. The PM should call out 60

knots to assist the PF in scheduling the reverse thrust. The PM should also call out

any inadvertent selection of forward thrust as reverse thrust is cancelled. If an

engine surges during reverse thrust operation, quickly select reverse idle on all

engines.

6.31

Landing

Reverse Thrust and Crosswind (All Engines)

Crosswind

Component

Reverse Thrust

Reverse Thrust Vector

Side Force

Runway Component

Component

• Straighten

• Touchdown

• Roll Path

Crosswind

• Speedbrake up,

• Reapply Braking

brakes on

• Initiate Reverse

• Brakes Off

• Apply

• Reverse Idle

symmetrical

reverse thrust

This figure shows a directional control problem during a landing rollout on a

slippery runway with a crosswind. As the airplane starts to weathervane into the

wind, the reverse thrust side force component adds to the crosswind component

and drifts the airplane to the downwind side of the runway. Main gear tire

cornering forces available to counteract this drift are at a minimum when the

antiskid system is operating at maximum braking effectiveness for the existing

conditions.

To correct back to the centerline, reduce reverse thrust to reverse idle and release

the brakes. This minimizes the reverse thrust side force component without the

requirement to go through a full reverser actuation cycle, and improve tire

cornering forces for realignment with the runway centerline. Use rudder pedal

steering and differential braking as required, to prevent over correcting past the

runway centerline. When re-established near the runway centerline, apply

maximum braking and symmetrical reverse thrust to stop the airplane.

Reverse Thrust - EEC in the Alternate Mode

Use normal reverse thrust techniques.

6.33

Landing

Reverse Thrust - Engine Inoperative

Asymmetrical reverse thrust may be used with one engine inoperative. Use normal

reverse thrust procedures and techniques with the operating engine. If directional

control becomes a problem during deceleration, return the thrust lever to the

reverse idle detent.

Crosswind Landings

The crosswind guidelines shown below were derived through flight test data,

engineering analysis and flight simulator evaluations. These crosswind guidelines

are based on steady wind (no gust) conditions and include all engines operating

and engine inoperative. Gust effects were evaluated and tend to increase pilot

workload without significantly affecting the recommended guidelines.

Landing Crosswind Guidelines

Crosswind guidelines are not considered limitations. Crosswind guidelines are

provided to assist operators in establishing their own crosswind policies.

On slippery runways, crosswind guidelines are a function of runway surface

condition. These guidelines assume adverse airplane loading and proper pilot

technique.

Runway Condition

Crosswind - Knots *

Dry

40 ***

Wet

40 ***

Standing Water/Slush

Snow - No Melting **

35 ***

Ice - No Melting **

Note: Reduce crosswind guidelines by 5 knots on wet or contaminated runways

whenever asymmetric reverse thrust is used.

*Winds measured at 33 feet (10 m) tower height and apply for runways 148 feet

(45m) or greater in width.

** Landing on untreated ice or snow should only be attempted when no melting

is present.

*** Sideslip only (zero crab) landings are not recommended with crosswinds in

excess of 17 knots at flaps 15, 20 knots at flaps 30, or 23 knots at flaps 40. This

recommendation ensures adequate ground clearance and is based on maintaining

adequate control margin.

Note: Reduce sideslip only (zero crab) landing crosswinds by 2 knots for

airplanes with winglets.

6.34

Landing

Crosswind Landing Techniques

Three methods of performing crosswind landings are presented. They are the

touchdown in a crab, the de-crab technique (with removal of crab in flare), and the

sideslip technique. Whenever a crab is maintained during a crosswind approach,

offset the flight deck on the upwind side of centerline so that the main gear touches

down in the center of the runway.

De-Crab During Flare

The objective of this technique is to maintain wings level throughout the

approach, flare, and touchdown. On final approach, a crab angle is established

with wings level to maintain the desired track. Just prior to touchdown while

flaring the airplane, downwind rudder is applied to eliminate the crab and align

the airplane with the runway centerline.

As rudder is applied, the upwind wing sweeps forward developing roll. Hold

wings level with simultaneous application of aileron control into the wind. The

touchdown is made with cross controls and both gear touching down

simultaneously. Throughout the touchdown phase upwind aileron application is

utilized to keep the wings level.

Touchdown In Crab

The airplane can land using crab only (zero side slip) 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.

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.

6.35

Landing

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.

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.

6.36

Landing

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.

Fly a normal profile. Ensure that a higher than normal rate of descent does not

develop. Do not hold the airplane off waiting for a smooth landing. Fly the

airplane onto the runway at the normal touchdown point. If a long landing is likely

to occur, go-around. After touchdown, immediately apply maximum reverse

thrust using all of the available runway for stopping to minimize brake

temperatures. Do not attempt to make an early runway turnoff.

Autobrake stopping distance guidance is contained in the Performance Inflight

section of the QRH. If adequate stopping distance is available based upon

approach speed, runway conditions, and runway length, the recommended

autobrake setting should be used.

Overweight Autolands Policy

Boeing does not recommend overweight autolands. Autopilots on Boeing

airplanes are not certified for automatic landings above maximum landing weight.

At higher than normal speeds and weights, the performance of these systems may

not be satisfactory and has not been thoroughly tested. An automatic approach

may be attempted, however the pilot should disengage the autopilot prior to flare

height and accomplish a manual landing.

6.37

Landing

In an emergency, should the pilot determine that an overweight autoland is the

safest course of action, the approach and landing should be closely monitored by

the pilot and the following factors considered:

• touchdown may be beyond the normal touchdown zone; allow for

additional landing distance.

• touchdown at higher than normal sink rates may result in exceeding

structural limits.

• plan for a go-around or manual landing if autoland performance is

unsatisfactory; automatic go-arounds can be initiated until just prior to

touchdown, and can be continued even if the airplane touches down after

initiation of the go-around.

6.38

Maneuvers

Chapter 7

Table of Contents

Section TOC

7.TOC Maneuvers-Table of Contents

Preface

7.1

Acceleration to and Deceleration from VMO

7.1

Engine Out Familiarization

7.2

Rudder and Lateral Control

7.2

Thrust and Airspeed

7.3

High Altitude Maneuvering, “G” Buffet

7.4

Rapid Descent

7.5

Autopilot Entry and Level Off

7.6

Manual Entry and Level Off

7.7

Landing Gear Extended Descent

7.7

After Level Off

7.7

Stall Recovery

7.8

Approach to Stall Recovery

7.8

Stick Shaker and Stall Speeds

7.11

Recovery from a Fully Developed Stall

7.20

Steep Turns

7.21

Entry

7.21

During Turn

7.21

Attitude Indicator

7.21

Vertical Speed Indicator

7.21

Altimeter

7.21

Airspeed

7.22

Rollout

7.22

7.TOC.1

Maneuvers

Chapter 7

Preface

This chapter outlines the recommended operating practices and techniques used

during maneuvers in both the training and operational environment. The flight

profile illustrations represent the Boeing recommended basic configuration during

the accomplishment of the flight maneuvers, and provides a basis for

standardization and crew coordination.

Maneuvering for events such as Approach to Stall Recovery, Terrain Avoidance,

Traffic Avoidance, Upset Recovery, or Windshear may result in deviation from the

ATC clearance. The crew should expeditiously return to the applicable ATC

clearance immediately following such maneuvering unless otherwise directed.

Acceleration to and Deceleration from VMO

Acceleration to and deceleration from VMO demonstrates performance

capabilities and response to speed, thrust, and configuration changes throughout

the medium altitude speed range of the airplane. This maneuver is performed in

the full flight simulator and is for demonstration purposes only. It is normally

performed at 10,000 to 15,000 feet, simulating slowdown to 250 knots due to

speed restrictions.

VMO is a structural limitation and is the maximum operating indicated airspeed.

It is a constant airspeed from sea level to the altitude where VMO and MMO

coincide. MMO is the structural limitation above this altitude. Sufficient thrust is

available to exceed VMO in level flight at lower altitudes. Failure to reduce to

cruise thrust in level flight can result in excessive airspeed.

Begin the maneuver at existing cruise speed with the autothrottle connected and

the autopilot disconnected. Set command speed to VMO. As speed increases

observe:

• nose down trim required to keep airplane in trim and maintain level flight

• handling qualities during acceleration

• autothrottle protection at VMO.

At a stabilized speed just below VMO execute turns at high speed while

maintaining altitude. Next, accelerate above VMO by disconnecting the

autothrottle and increasing thrust.

When the overspeed warning occurs reduce thrust levers to idle, set command

speed to 250 knots, and decelerate to command speed. Since the airplane is

aerodynamically clean, any residual thrust results in a longer deceleration time. As

airspeed decreases observe that nose up trim is required to keep airplane in trim

and maintain level flight. During deceleration note the distance traveled from the

time the overspeed warning stops until reaching 250 knots.

7.1

Maneuvers

Once stabilized at 250 knots, set command speed to flaps up maneuvering speed

and decelerate to command speed, again noting the distance traveled during

deceleration. Observe the handling qualities of the airplane during deceleration.

This maneuver may be repeated using speedbrakes to compare deceleration times

and distances.

Engine Out Familiarization

The exercises shown in the following table are performed to develop proficiency

in handling the airplane with one engine inoperative and gain familiarization with

rudder control requirements.

Condition One

Condition Two

Airspeed

Flaps up maneuvering speed

Landing Gear

Down

Flaps

Thrust

As Required

MCT

When In Trim - Retard one thrust lever to idle

Controls - Apply to maintain heading, wings level

Rudder - Apply to center control wheel

Airspeed - Maintain with thrust (Condition One) Pitch (Condition Two)

Trim - As required to relieve control forces

One engine out controllability is excellent during takeoff roll and after lift-off.

Minimum control speed in the air is below VR and VREF.

Rudder and Lateral Control

This familiarization is performed to develop proficiency in handling the airplane

with an engine inoperative. It also helps to gain insight into rudder control

requirements.

Under instrument conditions the instrument scan is centered around the attitude

indicator. Roll is usually the first indication of an asymmetric condition. Roll

control (ailerons) should be used to hold the wings level or maintain the desired

bank angle. Stop the yaw by smoothly applying rudder at the same rate that thrust

changes. When the rudder input is correct, very little control wheel displacement

is necessary. Refine the rudder input as required and trim the rudder so the control

wheel remains approximately level.

7.2

Maneuvers

When the rudder is trimmed to level the control wheel, the airplane maintains

heading. A small amount of bank toward the operating engine may be noticeable

on the bank indicator. The slip/skid indicator is displaced slightly toward the

operating engine.

If the airplane is trimmed with too much control wheel displacement, full lateral

control is not available and spoilers on one wing may be raised, increasing drag.

Make turns at a constant airspeed and hold the rudder displacement constant. Do

not attempt to coordinate rudder and lateral control in turns. Rudder pedal inputs

produce roll due to yaw and induce the pilot to counter rudder oscillations with

opposite control wheel.

The following figure shows correct and incorrect use of the rudder.

If an engine failure occurs with the autopilot engaged, manually position the

rudder to approximately center the control wheel and add thrust. Trim the rudder

to relieve rudder pedal pressure.

Correct

Incorrect

(Recommended)

Wheel only

Not enough

Too much

Control wheel

No rudder

rudder

approximately level,

skid/slip slightly out,

rudder as required

Condition: Engine out right wing.

Thrust and Airspeed

If not thrust limited, apply additional thrust, if required, to control the airspeed.

The total two engine fuel flow existing at the time of engine failure may be used

initially to establish a thrust setting at low altitude. If performance limited (high

altitude), adjust airplane attitude to maintain airspeed while setting maximum

continuous thrust.

Note: Autothrottle should not be used with an engine inoperative.

7.3

Maneuvers

High Altitude Maneuvering, “G” Buffet

Airplane buffet reached as a result of airplane maneuvering is commonly referred

to as “g” buffet. During turbulent flight conditions, it is possible to experience

high altitude “g” buffet at speeds less than MMO. In training, buffet is induced to

demonstrate the airplane's response to control inputs during flight in buffet.

Establish an airspeed of 0.80M. Induce “g” buffet by smoothly increasing the bank

angle until the buffet is noticeable. Increase the rate of descent while increasing

the bank angle to maintain airspeed. Do not exceed 45° of bank. If buffet does not

occur by 45° of bank, increase control column back pressure until buffet occurs.

When buffet is felt, relax back pressure and smoothly roll out to straight and level.

Notice that the controls are fully effective at all times.

7.4

Maneuvers

Rapid Descent

This section addresses basic techniques and procedures for a rapid descent. Some

routes over mountainous terrain require careful operator planning to include

carrying additional oxygen, special procedures, higher initial level off altitudes,

and emergency routes in the event a depressurization is experienced. These

requirements are normally addressed in an approved company route manual or

other document that addresses route specific depressurization procedures.

This maneuver is designed to bring the airplane down smoothly to a safe altitude,

in the minimum time, with the least possible passenger discomfort.

Note: Use of the autopilot is recommended.

Select lower

Close thrust

If structural integrity is in

Announce

altitude on MCP

lever and extend

doubt, limit airspeed and avoid

descent

Select LVL CHG

speedbrakes

high maneuvering loads.

•

Descend straight ahead or

•

initiate turn with HDG SEL

Level off at lowest safe

Adjust speed and

•

altitude or 10,000 feet,

level off altitude

whichever is higher

Target speed MMO/VMO

•

Notify ATC and request

•

Speedbrakes in

altimeter setting

down detent

Call out altitudes

LRC speed

or 300 knots

•

Determine new course of action

If the descent is performed because of a rapid loss of cabin pressure, crewmembers

should place oxygen masks on and establish communication at the first indication

of a loss of cabin pressurization. Verify cabin pressure is uncontrollable, and if so

begin descent. If structural damage exists or is suspected, limit airspeed to current

speed or less. Avoid high maneuvering loads.

Perform the procedure deliberately and methodically. Do not be distracted from

flying the airplane. If icing conditions are entered, use anti-ice and thrust as

required.

Note: Rapid descents are normally made with the landing gear up.

7.5

Maneuvers

The PM checks the lowest safe altitude, notifies ATC, and obtains an altimeter

setting (QNH). Both pilots should verify that all recall items have been

accomplished and call out any items not completed. The PM calls out 2,000 feet

and 1,000 feet above the level off altitude.

Level off at the lowest safe altitude or 10,000 feet, whichever is higher. Lowest

safe altitude is the Minimum Enroute Altitude (MEA), Minimum Off Route

Altitude (MORA), or any other altitude based on terrain clearance, navigation aid

reception, or other appropriate criteria.

If severe turbulent air is encountered or expected, reduce to the turbulent air

penetration speed.

Autopilot Entry and Level Off

Level Change (LVL CHG)

Because of airspeed and altitude protection and reduced crew workload, use of the

autopilot with LVL CHG mode is the recommended technique for rapid descents.

Use of the V/S mode is not recommended.

First set a lower altitude in the altitude window. Select LVL CHG, close the thrust

levers and smoothly extend the speedbrakes. Fly straight ahead or initiate a turn

using HDG SEL. Autothrottles should be left engaged. The airplane pitches down

smoothly while the thrust levers retard to idle. Adjust the speed as needed and

ensure the altitude window is correctly set for the level off. During descent, the

IAS/MACH speed window changes from MACH to IAS at approximately 300

KIAS. Manually reset to VMO as needed.

When approaching the target altitude, ensure the altitude is set in the MCP altitude

select window. Altitude capture engages automatically. Adjusting the command

speed to approximately LRC or 300 knots before level-off aids in smoothly

transitioning to level flight. The pitch mode then controls altitude and the thrust

levers increase to hold speed. Smoothly return the speedbrake lever to the down

detent during the level off maneuver.

When descending with the autopilot engaged and the speedbrakes extended at

speeds near VMO/MMO, the airspeed may momentarily increase to above

VMO/MMO if the speedbrakes are retracted quickly. To avoid this condition,

smoothly and slowly retract the speedbrakes to allow the autopilot sufficient time

to adjust the pitch attitude to maintain the airspeed within limits.

When the speedbrakes are retracted during altitude capture near VMO/MMO, a

momentary overspeed condition may also occur. This is because the autopilot

captures the selected altitude smoothly by maintaining a fixed path while the

thrust is at or near idle. To avoid this condition, it may be necessary to reduce the

selected speed and/or descent rate before altitude capture or reduce the selected

speed and delay speedbrake retraction until after level off is complete.

7.6

Maneuvers

Control Wheel Steering (CWS)

CWS may be used to reduce pilot workload. Follow the manually flown procedure

but instead of disengaging the autopilot, engage CWS.

Manual Entry and Level Off

The entry may be accomplished on heading or a turn may be made to clear the

airway or controlled track. However, since extending the speedbrakes initially

reduces the maneuver margin, it is recommended that turns not be initiated until

the airplane is established in the descent.

To manually fly the maneuver, disconnect the autothrottles and retard thrust levers

to idle. Smoothly extend the speedbrakes, disconnect the autopilot and smoothly

lower the nose to initial descent attitude (approximately 10 degrees nose down).

About 10 knots before reaching target speed, slowly raise the pitch attitude to

maintain target speed. Keep the airplane in trim at all times. If MMO/VMO is

inadvertently exceeded, change pitch smoothly to decrease speed.

Approaching level off altitude, smoothly adjust pitch attitude to reduce rate of

descent. The speedbrake lever should be returned to the down detent when

approaching the desired level off altitude. After reaching level flight add thrust to

maintain long range cruise or 300 knots.

Landing Gear Extended Descent

The rapid descent is normally made with the landing gear up. However, when

structural integrity is in doubt and airspeed must be limited, extension of the

landing gear may provide a more satisfactory rate of descent.

If the landing gear is to be used during the descent, comply with the landing gear

placard speeds.

After Level Off

Recheck the pressurization system and evaluate the situation. Do not remove the

crew oxygen masks if cabin altitude remains above 10,000 feet. Determine the

new course of action based on weather, oxygen, fuel remaining, medical condition

of crew and passengers, and available airports. Obtain a new ATC clearance.

7.7

Maneuvers

Stall Recovery

The objective of the approach to stall recovery maneuver is to familiarize the pilot

with the stall warning and correct recovery techniques. Recovery from a fully

developed stall is discussed later in this section.

Approach to Stall Recovery

The following discussion and maneuvers are for an approach to a stall as opposed

to a fully developed stall. An approach to a stall is a controlled flight maneuver; a

stall is an out-of-control, but recoverable, condition.

Approach to Stall Recovery

Initial Conditions

Approach

Recovery

If ground contact is not a factor

At buffet or stick shaker:

Flaps Gear Bank

Target% N1*

• Apply maximum thrust

0°

35 - 45%

• Smoothly decrease pitch

25°

60 - 70%

attitude to approximately 5°

above the horizon

0°

60 - 70%

• Level wings

• Accelerate to maneuvering

*Approximate

speed for flap position

power settings

• Stop descent and return to

to achieve a

target altitude

1 kt/sec

deceleration

• At altitudes above 20,000 feet,

pitch attitudes less than 5°

may be necessary to achieve

acceptable acceleration.

Maintain airplane in

Note pitch

Maneuver complete

trim until stick

attitude at

shaker or buffet

trim speed

If ground contact is a factor

At buffet or stick shaker:

• Apply maximum thrust

• Smoothly adjust attitude as

needed to avoid terrain

• Level wings

• Accelerate to maneuvering

speed for flap position

• Level off at target altitude.

7.8

Maneuvers

Command Speed

As the airplane is decelerated to the desired initial condition for the approach to

stall, set command speed to the maneuver speed for each selected flap setting. For

the approach to stall in the landing configuration, set command speed to VREF 30

+ 5 knots.

Initial Buffet-Stall Warning-Stall Buffet

The approach to stall recovery maneuver is entered with thrust that achieves an

airspeed decrease of approximately 1 knot per second.

During the initial stages of a stall, local airflow separation results in initial buffet

giving natural warning of an approach to stall. A stall warning is considered to be

any warning readily identifiable by the pilot, either artificial (stick shaker) or

initial buffet. Recovery from an approach to stall is initiated at the earliest

recognizable stall warning, initial buffet or stick shaker.

Lateral and Directional Control

Lateral control is maintained with ailerons. Rudder control should not be used

because it causes yaw and the resultant roll is undesirable.

Effect of Flaps

Flaps are used to increase low speed performance capability. The leading edge

devices ensure that the inboard wing stalls before the outboard wing. This causes

the nose of the airplane to pitch down at the onset of the stall.

Effect of Speedbrakes

For any airspeed, the angle of attack is higher with speedbrakes up. This increases

initial buffet speed and stick shaker speed but has a lesser effect on actual stall

speed.

Entry

To save time, thrust levers may be closed to allow a more rapid deceleration.

Target thrust for the configuration should be set approaching selected speed.

Some thrust is used during entry to provide positive engine acceleration for the

recovery. The airplane is maintained in trim while decelerating. Level flight or a

slight rate of climb is desired.

Landing Gear

If the entry has been made with the landing gear extended, do not retract it until

after the recovery.

7.9

Maneuvers

Flaps

Do not retract flaps during the recovery. Retracting the flaps from the landing

position, especially when near the ground, causes an altitude loss during the

recovery.

Recovery

Recover from approach to a stall with one of the following recommended recovery

techniques.

Ground Contact Not a Factor

At the first indication of stall (buffet or stick shaker) smoothly apply maximum

thrust, smoothly decrease the pitch attitude to approximately 5 degrees above the

horizon and level the wings. As the engines accelerate, counteract the nose up

pitch tendency with positive forward control column pressure and nose down trim.

(At altitudes above 20,000 feet, pitch attitudes of less than 5 degrees may be

necessary to achieve acceptable acceleration.)

Accelerate to maneuvering speed and stop the rate of descent. Correct back to the

target altitude.

Ground Contact a Factor

At the first indication of stall (buffet or stick-shaker) smoothly advance the thrust

levers to maximum thrust and adjust the pitch attitude as needed to avoid the

ground. Simultaneously level the wings. Control pitch as smoothly as possible. As

the engines accelerate, the airplane nose pitches up. To assist in pitch control, add

more nose down trim as the thrust increases. Avoid abrupt control inputs that may

induce a secondary stall. Use intermittent stick shaker as the upper limit for pitch

attitude for recovery when ground contact is a factor.

When ground contact is no longer a factor, continue to adjust pitch as required to

maintain level flight or a slight climb while accelerating to maneuvering speed for

the existing flap position.

Autopilot Engaged

If an approach to a stall is encountered with the autopilot engaged, apply limit

thrust and allow the airplane to return to the normal speed. At high altitude, it may

be necessary to initiate a descent to regain maneuvering speed. If autopilot

response is not acceptable, it should be disengaged.

7.10

Boeing 737 - 600/700/800/900. Flight Crew Training Manual (1999 year) - page 7