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ground to reduce the possibility of fire. If the APU is running, it also should be
shut down prior to landing.
Landing Runway
Consideration should be given to the best suitable airport with adequate runway
and firefighting capability. Foaming the runway is not recommended. Tests
have shown that foaming provides minimal benefit and it takes approximately
30 minutes to replenish the fire truck’s foam supply.
Landing Techniques
Plan a normal approach, extending maximum (for configuration) flaps as for a
normal landing and normal rate of descent. Use the normal VREF speed plus
wind velocity and gust factor corrections.
The landing should be made with all available gear down and every effort
should be made to keep the aircraft on the hard surfaced runway. This will
minimize damage to the aircraft and facilitate passenger evacuation.
Deployment of speed brakes at touchdown with one main landing gear retracted
is not recommended unless stopping distance is critical.
LANDING GEAR
Sec. 2.14 Page 4
Rev. 11/15/02 #41
Continental 737
Flight Manual
Both Main Gear Down (Nose Gear Up)
If possible, move C.G. aft by relocating passengers.
Stabilize VREF speed early and maintain normal rate of descent. With
touchdown at the normal 1,000 feet point, check the speed brakes deployed.
Use normal reverse. Hold nose up as long as possible after touchdown but
lower the nose gently before losing elevator effectiveness. Normal braking can
be used to minimize structural damage. When the aircraft is stopped, place start
levers to cutoff, pull the engine and APU fire warning switches and discharge
fire bottles (if necessary), at the Captain's command.
Nose Gear Only Extended
Establish a normal approach with flaps maximum for condition. Land in the
center of the runway. Use normal approach and flare attitude maintaining back
pressure on the control column until ground contact.
The engines will contact the ground prior to the nose gear. Move the speed
brake lever to up after touchdown. Select fuel pumps to OFF, speed brake lever
down, and the start levers to CUTOFF. Pull the engine and APU fire handles and
discharge the fire bottles (if necessary) at the Captain’s command.
All Gear Up Or Partially Extended
Use a normal approach and flare attitude. The engines will contact the ground
first. After touchdown, move speed brake lever to up. There is adequate rudder
available to maintain directional control during initial ground slide. Select fuel
pumps to OFF, speed brake lever down, and the start levers to CUTOFF. Pull the
engine and APU fire handles and discharge fire bottles (if necessary) at
Captain’s command.
One Main Gear Only Extended
Establish a normal approach with flaps maximum for condition.
Land the aircraft on the side of the runway that corresponds to the available gear
down. Deployment of speed brakes at touchdown with one main landing gear
retracted is not recommended unless stopping distance is critical. The auto
speed brakes are deactivated by pulling the AUTO SPEED BRAKE circuit breaker
(P6-2). Maintain wings level as long as possible. Use braking as required to
keep aircraft rolling straight. Reverse thrust is available on the gear extended
side if desired .
737
Flight Manual
Continental
LANDING GEAR
Sec. 2.14 Page 5
Rev. 11/15/02 #41
Select fuel pumps to OFF, speed brake lever down, and the start levers to cut off
prior to the engine touching the ground. Pull engine and APU fire handles and
discharge fire bottles (if necessary) at Captain's command.
One Main Gear Down And Nose Gear Extended
Establish a normal approach and flare profile with flaps maximum for condition.
Deployment of speed brakes at touchdown with one main landing gear retracted
is “not” recommended unless stopping distance is critical. The auto speed
brakes are deactivated by pulling the AUTO SPEED BRAKE circuit breaker (P6-2).
The landing gear will absorb the initial shock and delay touchdown of the
engine. At touchdown, position the speed brake lever to the flight detent only
for maximum lateral control. Braking and reverse thrust on the engine opposite
the unsupported wing should be used as required to keep the aircraft rolling
straight. Maintain the wings level as long as possible. Place the start levers to
CUTOFF prior to the engine contacting the ground. Pull the engine and APU fire
handles and discharge fire bottles (if necessary) at Captain's command.
After Stop
Initiate the passenger evacuation procedure, if required.
* * * *
LANDING GEAR
Sec. 2.14 Page 6
Rev. 11/15/02 #41
Continental 737
　
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