Approach to Stall or Stall Recovery
PF
Initiate the recovery:
* Hold the control column firmly.
- Disengage 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.* - Continue the recovery:
- Roll in the shortest direction to
wings level if needed.** - Advance thrust levers as needed.
- Retract the speedbrakes.
- Do not change gear or flap
configuration, except - During liftoff, if flaps are up,
call for flaps 1. - Complete the recovery:
- Check airspeed and adjust thrust
as needed. - Establish pitch attitude.
- Return to the desired flight path.
- Re-engage the autopilot a
PM
- Monitor altitude and airspeed.
- Verify all needed actions have
been done and call out any
omissions. - Call out any trend toward
terrain contact.
Set the FLAP lever as directed.
Rejected Takeoff
Without delay:
Simultaneously close the thrust levers,
disengage the autothrottles and apply
maximum manual wheel brakes or
verify operation of RTO autobrake.
If RTO autobrake is selected, monitor
system performance and apply manual
wheel brakes if the AUTO BRAKE
DISARM light illuminates or
deceleration is not adequate.
Raise SPEED BRAKE lever.
Apply reverse thrust up to the
maximum amount consistent with
conditions.
Continue maximum braking until
certain the airplane can stop on the Runway
When stopping is assured:
Start movement of the reverse thrust
levers to reach the reverse idle detent
before taxi speed.
After the engines are at reverse idle,
move the reverse thrust levers to full
down.
Verify actions as follows:
Thrust levers closed.
Autothrottles disengaged.
Maximum brakes applied.
Verify SPEED BRAKE lever UP and
call “SPEEDBRAKES UP.” If SPEED
BRAKE lever is not UP, call
“SPEEDBRAKES NOT UP.”
Reverse thrust applied. When both
REV indications are green, call
“REVERSERS NORMAL.”
If there is no REV indication(s) or the
indication(s) stays amber, call “NO
REVERSER ENGINE NUMBER 1”,
or “NO REVERSER ENGINE
NUMBER 2”, or “NO REVERSERS”.
Call out omitted action items.
Call out 60 knots.
Communicate the reject decision to the
control tower and cabin as soon as
practical.
GPWS Warning
Disengage autopilot.
* Disengage 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.
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. - Assure maximum* thrust.
- Verify all needed actions have
been completed and call out any
omissions. - 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.
For RA, except a climb in landing configuration:
If maneuvering is needed, disengage
the autopilot and disengage the
autothrottle. Smoothly adjust pitch and
thrust to satisfy the RA command.
Follow the planned lateral flight path
unless visual contact with the
conflicting traffic requires other action
attempt to establish visual contact. * Call out any conflicting traffic
For a climb RA in landing configuration:
Disengage the autopilot and disengage
the autothrottle. Advance thrust levers
forward to ensure maximum thrust is
attained and call for FLAPS 15.
Smoothly adjust pitch to satisfy the RA
command. Follow the planned lateral
flight path unless visual contact with
the conflicting traffic requires other
action.
Verify a positive rate of climb on the
altimeter and call “GEAR UP.”
Verify maximum thrust set. Position
flap lever to 15 detent.
Verify a positive rate of climb on the
altimeter and call “POSITIVE RATE.”
Set the landing gear lever to UP.
Nose High Recovery
Recognize and confirm the developing situation BOTH
Disengage autopilot
Disengage autothrottle
- Apply nose-down elevator. Apply as
much elevator as needed to obtain a nose
down pitch rate - 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 needed actions have
been done and call out any
continued deviation.
Nose Low Recovery
Recognize and confirm the developing situation BOTH
Disengage autopilot
Disengage autothrottle
Recover:
* Recover from stall, if needed
* Roll in the shortest direction to wings
level. If bank angle is more than 90
degrees, unload and roll.*
Complete the recovery:
* Apply nose up elevator
* Apply nose up trim, if needed*
* Adjust thrust and drag, if needed.
Call out attitude, airspeed and
altitude throughout the
recovery.
Verify all needed actions have
been done and call out any
continued deviation.
Windshear Escape Maneuver
MANUAL FLIGHT
* Disengage autopilot.
- Push either TO/GA switch.
- Aggressively apply maximum thrust*
- Disengage autothrottle.
- Simultaneously roll wings level and
rotate toward an initial pitch attitude
of 15°. - Retract speedbrakes.
- Follow flight director TO/GA guidance
(if available) **
Do not change flap or gear
configuration until windshear is no
longer a factor.
- Maintain wings level to maximize
climb gradient, unless a turn is
required for obstacle clearance. - Monitor vertical speed and altitude.
- Do not attempt to regain lost airspeed
until windshear is no longer a factor. - Verify maximum* thrust.
- Verify all needed 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.
AUTOMATIC FLIGHT
* Push either TO/GA switch***
- Verify TO/GA mode annunciation.
- Verify GA thrust.
- Retract speedbrakes.
- Monitor system performance**
Do not change flap or gear
configuration until windshear is no
longer a factor.
- Maintain wings level to maximize
climb gradient, unless a turn is
required for obstacle clearance. - Monitor vertical speed and altitude.
- Do not attempt to regain lost airspeed
until windshear is no longer a factor.
Verify GA* thrust.
* Verify all needed 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.
