.
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. However caution must be exercised when braking on any wet, ungrooved portions of the runway with antiskid inoperative to avoid tire failure.
Copyright . The Boeing Company. See title page for details.
October 31, 2006 FCT 737 (TM) 6.41
737 Flight Crew Training Manual
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.
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 is most effective at high speeds.
Copyright . The Boeing Company. See title page for details.
6.42 FCT 737 (TM) October 31, 2006
737 Flight Crew Training Manual
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.
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 both engines.
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