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To avoid aft fuselage contact, fly the airplane onto the runway at the desired touchdown point.  Do not hold the airplane off the runway for a soft landing. Maintain speeds specified in the flight manual.
Crosswind Landing
On final approach, establish a crab angle into the wind to hold the aircraft on the extended centerline of the runway.  Maintain the crab angle until just before touchdown, then use the rudder to align the aircraft with the runway. The touchdown is made with cross-controls as necessary to track straight down the runway.  Keep wings as level as possible as the wingtip will touch at an 8° bank angle.  Do not hold off downwind wheels; prompt and firm runway contact will greatly assist in rollout stabilization.
Use as little aileron as possible, as over-controlling aileron with spoilers extended after touchdown can induce spoiler yaw (use of ailerons with spoilers extended cause spoiler on that wing to partially retract, with resultant possible wing lifting).
Use spoilers, brakes, and reverse as in normal landing.
Be alert for asymmetrical thrust application as it may be necessary to reduce or eliminate reversing.
Temporary Revision 
MD-80  Sec. 4 Page 196 
Flight Manual  Continental  TR 02-01  01/22/02 

Nose Landing Gear Spray Deflector Damage
The nose landing gear spray deflector can be damaged in the following situations:
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Taxiing over a chock

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Striking a taxiway light or other obstruction

.
Dropping the nosewheel into a pothole.

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Taxiing or operating over a rigged military arresting cable

Damage may prevent subsequent retraction or extension of the nose gear.  There are two known incidents where deflector damage caused the nosewheel to jam into the wheel well, making it impossible to extend the nose gear for landing.
When operating at airfields with arresting cables, use one of the following options if available:
.
Use an alternate runway without a cable.

.
Land and takeoff without rolling over a cable.

.
Have the cable lowered.

If it is necessary to taxi over a rigged cable, do not allow the nosewheel to roll directly over a rubber donut supporting the cable. Taxi at the slowest possible speed to minimize damage.
If the aircraft has taxied over a rigged cable prior to takeoff, or passed over a rigged cable during takeoff, a logbook entry should be made and the nose gear spray deflector inspected after the next landing.
If the aircraft has taxied over a chock, struck an obstruction, or dropped off the prepared surface, the nose gear spray deflector should be inspected prior to flight.

Bounced Landing
In the event of a bounced landing, hold or re-establish normal landing attitude. Add thrust as necessary to control the sink rate.  Do not push over, as this
may cause a second bounce and possibly damage the nose gear. Should a high hard bounce occur, initiate an immediate go-around.  Apply go-around thrust and use normal go-around procedures.  A second touchdown may occur during the go-around.  Do not retract the landing gear until a positive rate of climb is established and called by either pilot.
Spoilers/Speedbrakes
Speedbrakes (if operational) will be armed to extend automatically.  Both pilots should monitor speedbrake extension after touchdown.  If automatic extension fails, the Captain should immediately extend them manually.
Note:  Unless speedbrakes are raised after touchdown, braking effectiveness may be reduced initially by as much as 60% since very little weight will be on the wheels and brake application may cause rapid anti-skid modulation. 
Note:  When landing on wet runways under main wheel hydroplaning conditions, automatic ground spoilers will not deploy until ground shift occurs at nose wheel touchdown.  However, manual ground spoilers are available at main gear touchdown. 

Autobrakes
If used, set the autobrake selector to the desired deceleration rate.  Autobrake setting will vary with runway length and contamination.  Monitor automatic brake operation.  If autobrakes do not function, operate brakes manually.
Manual Braking
Spoiler deployment and thrust reversing are most effective at the higher speeds while brakes are most effective at the lower speeds.  Using brakes at the lower speeds, when runway length and surface conditions permit, will improve brake life and result in better overall performance.
Good pilot technique (a stabilized approach and landing on speed) can increase the safety factor as well as improve total brake/landing maintenance related costs.
After deploying the spoilers and with nose gear on the ground, apply wheel brakes.  Make this first brake application with only light braking.  Apply just enough brakes to feel their effectiveness and to check operation.  On a normal landing with the touchdown near the 1,000 foot point, only light braking need be used to complete the stop.
　
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