B737 BRIEFINGS

MANUAL REVERSION

 Manual reversion means that both hydraulic systems A & B are inoperative: the ailerons and
elevator are controlled manually. A noticeable dead band will be observed in both of these
controls therefore trim the aircraft slightly nose up and keep a light forward pressure on stick.

 There is dedicated Check-List in the Boeing QRH:

When moving FLT CONTROL switches to STBY RUD, closely observe that Systems A & B LOW
PRESSURE switches amber light extinguish and Standby Hydraulic LOW QUANTITY amber light
does not illuminate (it will normally illuminate momentarily then will extinguish). If light is illuminated,
Standby hydraulic system is inoperative: Rudder control inoperative + both reversers inoperative.

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MANUAL REVERSION SYSTEMS SUMMARY

SYSTEMS REMARKS

AUTOFLIGHT No Autopilot.

Both thrust reversers have standby pressure but they will

ENGINES operate slowly. Possible illumination of the Standby Hydraulic
LOW QUANTITY amber light during landing roll.

- Alternate Flaps Extension (Flaps 15° take approx. 2 minutes)

- Asymmetry protection INOP
- Manual & Electric trim available
FLIGHT CONTROLS - Ground & Flight spoilers INOP (limit bank angle 20° & aircraft
has tendency to float or bounce back)
- Yaw damper has standby hydraulic pressure (Yaw damper
switch back to ON)
- Rudder has standby hydraulic power (still very effective)*
- Aileron trim INOP

LANDING GEAR - Manual Gear Extension (landing gear cannot be retracted)

- Nose wheel steering INOP
- Autobrakes INOP but Antiskid OK.
- Brakes have accumulator pressure only

* The B737NG is equipped with a special feature called WTRIS or Wheel To Rudder Interconnection System.
The purpose of WTRIS is to improve handling qualities during manual reversion flight. The WTRIS function is
provided by the SMYD computer, which commands a small amount of standby rudder deflection (up to 2.5
degrees) when it senses a control wheel input.

The pilot can override the WTRIS input using either the rudder pedals or trim inputs. Rudder movements due to
WTRIS do not displace the rudder pedals and is not shown on the yaw damper Indicator. WTRIS is available
only when both FLT CONTROL switches are positioned to STBY RUD and the YAW DAMPER switch has been
reset to ON. WTRIS is capable of operation from takeoff through landing rollout. Rudder pedals will not move
during WTRIS Operation.

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Performance Inflight Advisory Information (QRH)

Always check :
- type of brakes
- type of engines

Always check :
- runway status
- braking action

Perform calculations with specific

adjustments (landing weight, wind,
slope, approach speed)

Important Notes!

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 Declare a MAYDAY.

 Prepare cabin emergency evacuation.

 Reduce landing weight to practical minimum.

 In case of holding, request if possible leg of 10 NM minimum.

 Complete all checklists in holding and leave the holding in landing configuration.

 If possible take a runway with minimum crosswind because the crosswind capability of the aircraft
is greatly reduced.

 Plan a Flaps 15 landing.

 Fly a long straight-in approach (ask 15 NM at least)

 Keep thrust changes small and slow to allow for pitch trim changes

 Trim slightly nose up and a light forward pressure held on the control column to minimize the
effects of the elevator dead band.

 Anticipate the airplane will tend to pitch down as thrust is reduced for touchdown

 To help reduce the pitch down tendency, trim slightly nose up on approach and initiate the flare at
a higher than normal altitude. Although trimming during the flare is not normally recommended,
the high control column forces required during landing in this situation can be reduced by adding a
small amount of nose up trim during the flare.

 Landing configuration and approach airspeed should be established on the runway centerline so
that only a slight reduction in thrust is required to achieve the landing profile.

 If a go-around is required, apply thrust smoothly and in coordination with stabilizer trim. Rapid
thrust application results in nose-up pitch forces. (Go-around with Flaps 15 and Gear down)
If a diversion is required, retract Trailing Edge Flaps to UP but Leading Edge devices will stay
extended.
Max speed = 230 kt for B737-600/700 and 230 kt for B737-800/900
Max altitude = 20, 000 ft
Total Fuel penalty = [extra 50% for gear down] + [extra 10% Leading Edge Devices extended]

 Apply steady brake pressure on touchdown since only accumulator pressure is available.
The Pilot Monitoring (PM) will check Brake Accumulator pressure readings during landing roll.
The last 800-1000 Psi is precharge pressure that can not be used for braking.

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 Do not overcontrol the rudder which is powered by the standby hydraulic system.

 Do not rush

 Do not make a flat approach.

 Do not make an overweight landing.

 Do not apply excessive forward pressure to the control column on touchdown. Excessive forward
pressure without the speedbrakes deployed can result in less weight on the main gear and
reduced braking capability.

 Do not attempt to taxi the airplane after stopping because the accumulator pressure may be
depleted or close to being depleted.

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