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- Speed is controlled by pitch
- Rate of descent is controlled by thrust
- Speed is controlled by thrust
- Rate of descent is controlled by pitch
- Use 5deg nose up for initial flap settings.
- Use 2.5deg nose up for flap 30.
- For flap 30, start with 55% N1, then adjust as required.
Stabilise the aircraft at the selected approach speed with a constant RoD
between approx 600 to 800 fpm on a desired glide path, in trim.
Descent rates above 1000fpm should be avoided.
Aim for the aiming point markers or your desired gear touchdown point if no
markers are available. Now adjust the final approach glide path until the
selected point is stationary in relation to the aircraft. ie it does appear to
move up or down the windscreen.
The approach lights & runway centerline should run between your legs
until touchdown, then keep the centerline running down your inside leg.
After the threshold goes out of sight under the nose, shift the visual
sighting point to a point approximately 3/4 down the runway while maintaining
descent, this will assist in determining the flare point. Initiate the flare
when the main gear is approx 15 feet above the runway by increasing the pitch
attitude by about 3deg and smoothly bring the thrust levers back to idle. Do not
float, but fly the aircraft onto the runway and accomplish the landing roll
procedure.
- The importance & necessity of achieving a stabilised approach.
- Use of all available clues - visual and instrument.
- Do not wait until "Decision" before taking in the visual
picture.
- Below 200ft, the landing is primarily a visual manoeuvre backed up by
instruments.
- The best way to judge the flare near the ground, is to fix your eyes on a
point near the far end of the runway.
- A firm landing in the TDZ is a good one, a smooth landing outside the TDZ
is bad - despite any comments from the cabin crew!
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737 Landing Technique
