Entry
Stabilize airspeed at 250 knots on heading and altitude. Use a normal turn entry. An increase in pitch is required as the bank angle is increased to maintain constant altitude. An increase in thrust is required to maintain constant airspeed.

During Turn
Pitch and thrust control are the same as for a normal turn; however, larger pitch adjustments are required for a given altitude deviation. Trimming during the maneuver is not recommended. Varying the angle of bank while turning makes pitch control more difficult. If altitude loss becomes excessive, reduce the angle of bank as needed to regain positive pitch control.
Smooth and positive control is required. A rapid instrument scan is required to detect deviations early enough to be corrected by small adjustments.

Attitude Indicator
The attitude indicator is reliable for accurate pitch and bank information throughout the turn. Precession error does not exist because the IRS is the source of attitude information.
737-300 - 737-500 If the IRS is not the source of attitude information, the attitude indicator has cyclical precession in pitch during steep turns. Although the actual airplane pitch attitude remains constant in a perfect steep turn, the instrument indication of pitch attitude slowly varies throughout the turn. Do not rely upon it for pitch attitude other than for small corrections based on short period observations.

737 Flight Crew Training  Manual

Vertical Speed Indicator
IRS vertical speed indications are reliable during the turn.

Altimeter
Crosscheck the direction and rate of change, and make smooth minor adjustments to the pitch attitude for corrections.

Airspeed
Airspeed changes very slowly because of small changes in thrust and drag. Anticipate thrust changes and apply them at the first indication of change on the airspeed indicator or speed tape (as installed). An increase in thrust is required as bank angle increases.
737-300 - 737-500 Note: If the command speed is set to target speed on the MCP, the airspeed fast/slow indicator (as installed) on the attitude display indicates thrust change required.

Rollout
Roll out at the same rate as used during normal turns. Normally rollout should begin 15° to 20° prior to the desired heading. A decrease in pitch is required as the bank angle is decreased to maintain constant altitude. A decrease in thrust is required to maintain constant airspeed.

Terrain Avoidance
The Ground Proximity Warning System (GPWS) PULL UP Warning occurs when an unsafe distance or closure rate is detected with terrain below the airplane. The Look-ahead terrain alerting (as installed) also provides an aural warning when an unsafe distance is detected from terrain ahead of the airplane. Immediately accomplish the Terrain Avoidance maneuver found in the non-normal maneuvers section in the QRH.
Do not attempt to engage the autopilot and/or autothrottle until terrain clearance is assured.

Terrain Avoidance during Low RNP Operations
During low RNP operations (RNP less than 0.3) in close proximity to terrain on departure or approach, crews may experience occasional momentary terrain caution-level alerts. If these alerts are of short duration and have ceased, crews should verify they are on the required path and consider continuing the procedure using LNAV and VNAV. Depending upon where initiation occurs, the risks of terrain contact while executing a terrain avoidance maneuver may be higher than continuing on the required track.
Copyright . The Boeing Company. See title page for details.
7.30 FCT 737 (TM) October 31, 2006
737 Flight Crew Training  Manual
Terrain warning-level alerts always require immediate action. The most appropriate crew actions regarding airplane bank angle and track during a terrain avoidance maneuver depend on where the maneuver is initiated. Operators should determine the most appropriate course of action for each leg of the procedure, if necessary, so crews are prepared to react correctly at all times.
Operators are encouraged to report nuisance ground proximity alerts to airport authorities, Boeing, and to the appropriate avionics suppliers to enable appropriate corrective action.

Traffic Alert and Collision Avoidance System (TCAS)
TCAS is designed to enhance crew awareness of nearby traffic and issue advisories for timely visual acquisition or appropriate vertical flight path maneuvers to avoid potential collisions. It is intended as a backup to visual collision avoidance, application of right-of-way rules and ATC separation.

Use of TA/RA, TA Only, and Transponder Only Modes
TCAS operation should be initiated just before takeoff and continued until just after landing. Whenever practical, the system should be operated in the TA/RA mode to maximize system benefits. Operations in the Traffic Advisory (TA) Only or TCAS Off (Transponder Only) modes, to prevent nuisance advisories and display clutter, should be in accordance with operator policy.
　
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