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warning.
• Activation of the “TERRAIN AHEAD PULL UP” (JAA) warning.
• Other situations resulting in unacceptable flight toward terrain.
Note: Aft control column force increases as the airspeed decreases. In all cases,
the pitch attitude that results in intermittent stick shaker or initial buffet is
the upper pitch attitude limit. Flight at intermittent stick shaker may be
required to obtain a positive terrain separation. Smooth, steady control will
avoid a pitch attitude overshoot and stall.
Note: Do not use flight director commands.
Note: *Maximum thrust can be obtained by advancing the thrust levers to the
takeoff or go-around limit. If terrain contact is imminent, advance thrust
levers full forward.
Note: If positive visual verification is made that no obstacle or terrain hazard
exists when flying under daylight VMC conditions prior to a terrain or
obstacle warning, the alert may be regarded as cautionary and the approach
may be continued.
Pilot Flying Pilot Monitoring
Disconnect autopilot.
Disconnect autothrottle.
Aggressively apply maximum* thrust.
Simultaneously roll wings level and rotate
to an initial pitch attitude of 20.°
Retract speedbrakes
If terrain remains a threat, continue
rotation up to the pitch limit indicator (if
available) or stick shaker or initial buffet.
Assure maximum* thrust.
Verify all required actions have been
completed and call out any omissions.
Do not change gear or flap configuration
until terrain separation is assured.
Monitor radio altimeter for sustained or
increasing terrain separation.
When clear of terrain, slowly decrease
pitch attitude and accelerate.
Monitor vertical speed and altitude (radio
altitude for terrain clearance and
barometric altitude for a minimum safe
altitude.)
Call out any trend toward terrain contact.
June 3, 2005
737 Flight Crew Operations Manual
Maneuvers -
Non-Normal Maneuvers
Copyright © The Boeing Company. See title page for details.
MAN.1.6
Upset Recovery
An upset can generally be defined as unintentionally exceeding the following
conditions:
• Pitch attitude greater than 25 degrees nose up, or
• Pitch attitude greater than 10 degrees nose down, or
• Bank angle greater than 45 degrees, or
• Within above parameters but flying at airspeeds inappropriate for the
conditions.
The following techniques represent a logical progression for recovering the
airplane. The sequence of actions is for guidance only and represents a series of
options to be considered and used depending on the situation. Not all actions may
be necessary once recovery is under way. If needed, use pitch trim sparingly.
Careful use of rudder to aid roll control should be considered only if roll control
is ineffective and the airplane is not stalled.
These techniques assume that the airplane is not stalled. A stall condition can exist
at any attitude and may be recognized by continuous stick shaker activation
accompanied by one or more of the following:
• Buffeting which could be heavy at times
• Lack of pitch authority and/or roll control
• Inability to arrest descent rate.
If the airplane is stalled, recovery from the stall must be accomplished first by
applying and maintaining nose down elevator until stall recovery is complete and
stick shaker activation ceases.
Continued on next page
June 3, 2005
737 Flight Crew Operations Manual
Maneuvers -
Non-Normal Maneuvers
Copyright © The Boeing Company. See title page for details.
 MAN.1.7
Continued from previous page
Nose High Recovery
Nose Low Recovery
WARNING: * Excessive use of pitch trim or rudder may aggravate an upset
situation or may result in loss of control and/or high structural
loads.
Pilot Flying Pilot Monitoring
• Recognize and confirm the situation
• Disconnect autopilot and autothrottle
• Apply as much as full nose-down
elevator
• * Apply appropriate nose down
stabilizer trim
• Reduce thrust
• * Roll (adjust bank angle) to obtain a
nose down pitch rate
Complete the recovery:
• When approaching the horizon roll to
wings level
• Check airspeed and adjust thrust
• Establish pitch attitude
• Call out attitude,
airspeed and altitude
throughout the
recovery
• Verify all required
actions have been
completed and call out
any omissions.
Pilot Flying Pilot Monitoring
• Recognize and confirm the situation
　
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