737 Landing Technique – Top tips from an experienced Training Captain

737 Landing Technique – Top tips from an experienced

Training Captain

During intermediate approach – before glideslope capture
•Speed is controlled by pitch
•Rate of descent is controlled by thrust

During final approach – after glideslope capture
•Speed is controlled by thrust
•Rate of descent is controlled by pitch

Pitch & Power Settings on Final Approach
•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.


Visual Aiming Point
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.

Flare and Touchdown
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.

Instructors Notes
•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!

Post Author: VabbSpotter