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airplane. If the first officer is making the takeoff, the first officer must maintain
control of the airplane until the captain makes a positive input to the controls.
Prior to 80 knots, the takeoff should be rejected for any of the following:
• activation of the master caution system
• system failure(s)
• unusual noise or vibration
• tire failure
• abnormally slow acceleration
• unsafe takeoff configuration warning
• fire or fire warning
• engine failure
• predictive windshear (as installed)
• if the airplane is unsafe or unable to fly.
Above 80 knots and prior to V1, the takeoff should be rejected for any of the
following:
• fire or fire warning
• engine failure
• predictive windshear (as installed)
• if the airplane is unsafe or unable to fly.
During the takeoff, the crewmember observing the non-normal situation will
immediately call it out as clearly as possible.
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.1.3
Continued from previous page
Captain First Officer
Without delay:
Simultaneously close the thrust levers,
disengage the autothrottles and apply
maximum manual wheel brakes or verify
operation of RTO autobrakes.
If RTO autobrakes 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 maximum reverse thrust consistent
with conditions.
Continue maximum braking until certain
the airplane will stop on the runway.
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.
Call out omitted action items.
Field length permitting:
Initiate movement of the reverse thrust
levers to reach the reverse idle detent by
taxi speed.
Call out 60 knots.
Communicate the reject decision to the
control tower and cabin as soon as
practical.
When the airplane is stopped, perform procedures as required.
Review Brake Cooling Schedule for brake cooling time and precautions (refer to
Performance Inflight Chapter).
Consider the following:
• The possibility of wheel fuse plugs melting
• The need to clear the runway
• The requirement for remote parking
• Wind direction in case of fire
• Alerting fire equipment
• Not setting the parking brake unless passenger evacuation is necessary
• Advising the ground crew of the hot brake hazard
• Advising passengers of the need to remain seated or evacuate
• Completion of Non-Normal checklist (if appropriate) for conditions
which caused the RTO.
June 3, 2005
737 Flight Crew Operations Manual
Maneuvers -
Non-Normal Maneuvers
Copyright © The Boeing Company. See title page for details.
MAN.1.4
Terrain Avoidance
Ground Proximity Caution
Accomplish the following maneuver for any of these aural alerts:
• CAUTION TERRAIN
• TERRAIN AHEAD (JAA)
• SINK RATE
• TERRAIN, TERRAIN
• DON’T SINK
• TOO LOW FLAPS
• TOO LOW GEAR
• TOO LOW TERRAIN
• GLIDESLOPE
• BANK ANGLE
The below glideslope deviation alert may be cancelled or inhibited for:
• localizer or backcourse approach
• circling approach from an ILS
• when conditions require a deliberate approach below glideslope
• unreliable glideslope signal.
Note: If a terrain caution occurs when flying under daylight VMC, and positive
visual verification is made that no obstacle or terrain hazard exists, the alert
may be regarded as cautionary and the approach may be continued.
Continued on next page
Pilot Flying Pilot Monitoring
Correct the flight path or the airplane configuration.
June 3, 2005
737 Flight Crew Operations Manual
Maneuvers -
Non-Normal Maneuvers
Copyright © The Boeing Company. See title page for details.
 MAN.1.5
Continued from previous page
Ground Proximity Warning
Accomplish the following maneuver for any of these conditions:
• Activation of the “PULL UP” or “TERRAIN TERRAIN PULL UP”
　
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