B737 Maneuvers / Callouts

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1. CFIT PILOT FLYING

Recovery • Call: "Max thrust, stow speedbrake."
Maneuver • Disconnect autopilot and autothrottles.
Apply maximum thrust. Move thrust levers aggressively to forward stops.
Simultaneously roll wings level and rotate to an initial pitch attitude of 20°. Do not follow flight director commands.
[PF, PM] Retract speed brakes.
Maintain configuration. Do not change flap, gear, or trim position until terrain separation is assured. Only vertical
maneuvers are recommended unless the pilot determines, based on all available information, that turning in addition
to the vertical escape maneuver is the safest course of action.
When clear of terrain, slowly decrease pitch attitude and accelerate.

PILOT MONITORING
• Verify all required actions have been completed. Call out any omissions.

[Assure maximum thrust.]

[Confirm speed brake stowed.]

• [PF, PM] Monitor for sustained or increasing terrain separation. Monitor vertical speed and altitude (radio altitude for
terrain clearance and barometric altitude for a minimum safe altitude).

PM calls out any trend toward terrain contact.

If warning continues:
[PF] Increase pitch attitude until warning stops or stick shaker is triggered.
Adjust pitch to stay on stick shaker threshold until warning stops and clearance from obstacles is assured.
Note: Aft control column force increases as the airspeed decreases. Smooth, steady control will avoid a pitch attitude
overshoot and stall.
2. DUTCH .....Can result during yaw as forward moving wing develops more lift......
ROLLS
RECOVERY:
• Aileron into rising wing, followed by return to neutral position
• Initial control wheel displacement ~ 45⁰
• Full speed brakes aid in Dutch Roll recovery
• Rudder use NOT recommended
3. HIGH At altitudes above 20,000 feet, the aircraft becomes increasingly thrust limited. If an approach to stall indication is
ALTITUDE experienced, nose down elevator and stabilizer trim is required to initiate a descent. A recovery at high altitude results
STALL in a greater altitude loss than a recovery at low altitudes.
RECOVERY
4. REJECTED TAKEOFF CONSIDERATIONS ....................Below 100 Knots....................
• Engine failure/exceedance
• Any fire indication
• Unsafe/unable to fly
• PWS warning or caution
• Cabin smoke/fire
• System failure
• Unusual noise or vibration
• Tire failure
• Abnormal acceleration
• Takeoff configuration warning
• Any windshear warning or Microburst alerts

....................Above 100 Knots....................

• Engine failure
• Any fire indication
• Unsafe/unable to fly
• PWS warning or caution(1)

(1) Predictive Windshear System (PWS) warnings or cautions may sound above
100 knots if initiated just prior to reaching 100 knots.
5. REJECTED TAKEOFF MANEUVER CAPTAIN
• Calls "Reject" or "Reject, I have the aircraft"
• Simultaneously brings both thrust levers to idle and disengages the autothrottles
• Confirms RTO braking or initiates maximum manual braking
• Manually raises speed brake lever
• Initiates maximum reverse thrust consistent with runway and aircraft conditions
• Calls for the "Rejected Takeoff checklist"

FIRST OFFICER
Confirms the following actions:
• Both thrust levers idle
• Autothrottles disengaged
• RTO or manual brakes
• Reverse thrust (Calls if other than both reversers operating normally, such as "Left
reverser only")
• Speed brake lever full up (If speed brake lever is not up calls "Speed brakes")
• Calls "80 knots"
• Notifies ATC of reject and status
• Announces, "Remain seated, remain seated" over the PA
• Accomplishes Rejected Takeoff checklist
6. STALLS PILOT FLYING
• Complete the recovery:
Complete the recovery - Check airspeed and adjust thrust as needed.
- Establish pitch attitude.
- Return to the desired flight path.
• Re-engage the autopilot and autothrottle if desired.

PILOT MONITORING
• Monitor altitude and airspeed.
• Verify all required actions have been accomplished and call out any omissions.
• Call out any trend toward terrain contact.
7. STALLS PILOT FLYING
• Continue the recovery:
Continue the recovery - Roll in the shortest direction to wings level if needed.
- Advance thrust levers as needed.
- Retract the speed brakes.
- Do not change gear or flap configuration except during liftoff; if flaps are up, call for flaps 1.

PILOT MONITORING
• Monitor altitude and airspeed.
• Verify all required actions have been accomplished and call out any omissions.
• Call out any trend toward terrain contact.
• Set the FLAP lever as directed.
8. STALLS PILOT FLYING
• Initiate the recovery:
Initiate the recovery - Hold the control column firmly.
- Disconnect autopilot and autothrottle.
- Smoothly apply nose-down elevator to reduce the angle of attack until buffet or stick shaker
stops. Nose-down stabilizer trim may be needed.

PILOT MONITORING
• Monitor altitude and airspeed.
• Verify all required actions have been accomplished and call out any omissions.
• Call out any trend toward terrain contact.
9. STALLS All recoveries from approach to stall should be done as if an actual stall has occurred. Immediately
do the following at the first indication of stall (buffet or stick shaker).
RECOVERY PROCEDURE
WARNING: If the control column does not provide the needed response, stabilizer trim may be
necessary. Excessive use of pitch trim may aggravate the condition, or may result in loss of control
or high structural loads.

WARNING: Excessive use of pitch trim or rudder may aggravate the condition, or may result in loss
of control or high structural loads.

Note: Do not use flight director commands during the recovery.

10. STALL/STALL WARNING While the main landing gear is on the runway, the aircraft cannot reach a stall angle of attack. A stall
(STICK SHAKER ACTIVATION) warning while on the ground is a result of a system malfunction.
ON TAKEOFF
If a stall warning occurs after liftoff, apply stall recovery procedures.
11. STEEP TURNS ........{Do not use pitch trim}........

Entry: 250 KTS, on HDG and Altitude

12. TRAFFIC AVOIDANCE
RECOVERY MANEUVER
For an RA, except a climb in
landing configuration
• Don't vary angle of bank (makes pitch control difficult)
• Altimeter is primary performance instrument for turn.
• Airspeed is slow to change anticipate (slight increase in thrust req'd as bank angle increases)
• Rollout - lead HDG by 15⁰ be alert for higher than normal pitch attitude.
Pilot Flying
• If maneuvering is required, disengage the autopilot and autothrottle.
• Smoothly adjust pitch and thrust to satisfy RA command.
• Follow the planned lateral flight path unless visual contact with the conflicting traffic requires
other action.

Pilot Flying/Pilot Monitoring

• Attempt to establish visual contact.
13. TRAFFIC AVOIDANCE RECOVERY Pilot Flying
MANEUVER • Disengage the autopilot and autothrottle.
• Advance thrust levers forward to ensure maximum thrust is attained and call for "Flaps 15."
For an RA in landing configuration • Smoothly adjust pitch to satisfy RA command.
• Follow the planned lateral flight path unless visual contact with the conflicting traffic
requires other action.

Pilot Monitoring
• Verify maximum thrust set.
• Position and verify flap lever
to 15.

PF
• After positive rate of climb established, call for "Gear up."
PM
• Position gear lever up.

PF/PM
• Attempt to establish visual contact. Call out any conflicting traffic.
14. TRAFFIC AVOIDANCE RECOVERY PILOT FLYING PILOT MONITORING
MANEUVER Look for traffic using display as guide. Call out any conflicting traffic.

For a TA PF
If traffic is sighted, maneuver as required.
15. Windshear Escape Maneuver PILOT FLYING
Call: "Max thrust, stow speedbrake."
MANUAL FLIGHT (autopilot disconnected)
Press either TO/GA switch
Aggressively apply max thrust (mechanical stops).
Disconnect autothrottle.
Simultaneously roll wings level and rotate to an initial pitch attitude of 15⁰.
Retract speed brakes.
Follow flight director TO/GA guidance (if available)

PILOT MONITORING
• Assure maximum thrust
• Verify all required actions have been completed and call out any omissions
• Monitor vertical speed and altitude
• Call out any trend toward terrain contact, descending flight path, or significant airspeed
changes
• Make pilot report