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The best you can do is ask rebate ticket for APU fuel until this get fixed.

Hi Michael, the "bleeding off" is certainly academic/legal, and a prerequisite for landing-distance-calculations to be legal. The shorter the landing distance in the book, the better the plane sells. So it is advantageous to calculate touchdown with "Vref" instead of the minimum Vtgt of Vref+5. If you are approaching in high (and usually gusty) winds, it would require you to pretty much retard the thrust levers to idle when crossing the threshhold to bleed off 15kts of speed additional until touchdown. A recipe for disaster, as there would be no instantaneous power available in case of a sudden drop-shear or required go-around (spool times). And usually landing distance is not a factor for the 737, especially not in situations with strong headwinds. If you approach with a solid speed additional, you will need to fly the plane onto the runway, taking care not to bump the nosewheel first (usually you will fly with Flaps30 to give you a better controllability, anyway (higher speed -> better control, less driftangle). Chop the thrust levers at touchdown. Jan

This is called crosswind correction The aircraft is pointing the nose 10 degrees to the right of desired FMC trajectory/course due to the existing 88 knots of right crosswind pushing the entire aircraft to the left. If the aircraft a/p does not point the nose to the right to counteract those strong cross winds the aircraft trajectory will be deviating to the left of the desired course. Try changing to HDG SEL mode instead of LNAV and set HDG 131 to coincide FMC course. The aircraft nose will be pointing to 131 as per the FMC, but after a few minutes your aircraft will be flying far to the left of the desired trajectory due to the winds. I prepared a picture for you, hopefully this makes simpler to understand what is going on here.

There are a lot of aerodynamics and physics at play during those crucial last few seconds. The pitch change needs to be fast, and the plane will need a few moments to decrease the sink rate - so yes, we call it a "break" where you do a fast and deliberate input. A lot of factors will affect the trajectory of the plane, and very few landings are really alike. We aim to fly the approach with Vref+5 (and wind correction), bleeding the speed of to Vref at touchdown. Its mostly a matter of repititve training at different conditions. Jan

If you come in on the ILS, your approach angle (the path the plane takes) is usually 3 degrees. So you must pull up BY 3 degrees to enter level flight - not TO 3 degrees. In other words, notice your attitude as you fly down the ILS (it might be anywhere from 0 to 5 degrees nose-up) and then ADD 3 degrees to it when you flare. Example: During approach you determine your attitude to be 4 degrees nose-up to stay on the glideslope. For flare, pull up to 4+3 = 7 degrees nose-up. Thats all there is to it! (Well, in theory... ) Jan

Well, flaring too early will cause a hard landing (airspeed drops close to a stall), so will flaring to late (high vertical speed). Also at what point you idle the throttles is important. Just before you flare, your vertical speed will be about 700 fpm, or in other words 10-15 feet/sec, so timing the flare just 1 sec +/- wrong will put you 10-15 feet away from where you should be causing a non-smooth landing. Jan can give you much better advice than I can, but I bet he'll tell you a smooth landing is not something real pilots aim for because that can cause you to land too far into the runway (float) which might be dangerous, tail strike, cost extra fuel/time missing exit's, wear on brakes etc.