B737 Next Generation Undifferentiated
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Flight Crew Last 90 Days 145; Flight Crew Total 10603; Flight Crew Type 10603
Ground Event / Encounter Jet Blast
Flight Crew Regained Aircraft Control
Environment - Non Weather Related
We were flying RNAV Stadium Visual to Runway 29. We were on speed and fully configured by the approach gates. I was hand flying. As we were rolling out on final; [a] B777 was holding in position on Runway 22R at intersection Y. As our aircraft was approaching Runway 29; [the] B777 was cleared for takeoff on Runway 22R. Flight conditions were VFR; there was about a 9-knot tailwind on final. Up to the point of the incident; approach was normal. As I started to bring the airplane into a flare; we experienced a pretty significant upset. To the best of my recollection; we first experienced a significant yawing to the left; followed by a wing drop. I cannot say with any certainty whether the left or right wing dropped. I applied multiple aileron corrections to recover and the touchdown was normal. As we rolled out; it became very obvious that the upset was caused by the B777 applying takeoff thrust as we crossed 22R behind that aircraft. As we rolled to a taxi speed; the Captain advised the Tower of the incident. Also; one of the aircraft awaiting departure on 22R made a comment about what they observed; making us believe that the upset was quite significant to be noticed by another aircrew. Upon arrival at the gate; both Captain and I made a post flight aircraft walk around. We did not observe any type of damage or scratches on either wings; nor the engines nor the tail.
On short final to Runway 29 at EWR. At approximately 100 ft noticed a 777 was cleared to Takeoff from 22R at Y. I noticed we had a crosswind of about 8-9 kts from the left. While in our flare; approximately behind the 777 we experienced a large jet blast of 50 to 60 kts from left. Aircraft got displaced to right. Due to large wind addition; left wing briskly rose due to added lift. Once jet blast hit vertical stabilizer aircraft yawed strongly to the left as well. The aircraft also ballooned up about 50 ft due to all the added wind/lift. I considered a go around but reasoned that any asymmetric thrust application to go-around thrust from a slow spooling engine in an older -800 would prove disastrous in such a low energy state and may possibly have resulted in a cartwheel as we had minimal controllability. This was evidenced to me by the large control wheel applications by the First Officer resulting in only minor flight path modifications. To be frank; if I were to apply full go-around thrust and one engine spooled right up and the other lagged; I did not feel that I would have adequate aileron and/or rudder to control the airplane from it's present state. The First Officer did a masterful job (15 years in present seat) of adding just enough power and slowly bringing aircraft back to centerline. We had a firm but safe landing and stopped with about 1000 ft of runway left. Again; the First Officer showed his experience and did a masterful job recovering. I never even for a second doubted the outcome.
B737 NG FO reported his aircraft was 'significantly upset' just before touchdown at EWR by jet blast from a taxiing B777.