(27.2) (36.4) (45.5) (54.5) (63.6) (72.7) (81.6) (90.7)Gross Weight -1000 lbs (Kgs)

60 80 100 120 140 160 180 200
(27.2) (36.4) (45.5) (54.5) (63.6) (72.7) (81.6) (90.7)Gross Weight -1000 lbs (Kgs)
Copyright . The Boeing Company. See title page for details.
7.24 FCT 737 (TM) October 31, 2006

Stick Shaker and Stall Speed 737-800SFP

60 80 100 120 140 160 180 200
(27.2) (36.4) (45.5) (54.5) (63.6) (72.7) (81.6) (90.7)Gross Weight - 1000 lbs (Kgs)
60 80 100 120 140 160 180 200
(27.2)  (36.4) (45.5) (54.5) (63.6) (72.7) (81.6) (90.7)Gross Weight - 1000 lbs (Kgs)

737 Flight Crew Training Manual
Stick Shaker and Stall Speeds 737-900
Airspeed (KCAS) Airspeed (KCAS)
240 
200 
160 
120 
80 (27.2) 60 240  Gross Weight -1000 lbs (Kgs)(36.4) (45.5) (54.5) (63.6) (72.7) 80 160140120100  (81.6) 180 
200 
 
 
160 
 
 
120 
 
 
80 (27.2) 60  Gross Weight -1000 lbs (Kgs)(36.4) (45.5) (54.5) (63.6) (72.7) 80 160140120100  (81.6) 180 

Copyright . The Boeing Company. See title page for details.
7.26 FCT 737 (TM) October 31, 2006
737 Flight Crew Training Manual
Stick Shaker and Stall Speeds 737-900

60 80 100 120 140 160 180
(27.2) (36.4) (45.5) (54.5) (63.6) (72.7) (81.6)Gross Weight -1000 lbs (Kgs)
Airspeed (KCAS)
220 180 140 100 60
(27.2) (36.4) (45.5) (54.5) (63.6) (72.7) (81.6)Gross Weight -1000 lbs (Kgs)

737 Flight Crew Training  Manual

Recovery from a Fully Developed Stall
An airplane may be stalled in any attitude (nose high, nose low, high angle of bank) or any airspeed (turning, accelerated stall). It is not always intuitively obvious that the airplane is stalled.
An airplane stall is characterized by any one (or a combination) of the following conditions:
.
buffeting, which could be heavy

.
lack of pitch authority

.
lack of roll control

. inability to arrest descent rate. These conditions are usually accompanied by a continuous stall warning. A stall must not be confused with the stall warning that alerts the pilot to an approaching stall. Recovery from an approach to a stall is not the same as recovery from an actual stall. An approach to a stall is a controlled flight maneuver; a stall is an out-of-control, but recoverable, condition.
Note:  Anytime the airplane enters a fully developed stall, the autopilot and autothrottle should be disconnected.
To recover from a stall, angle of attack must be reduced below the stalling angle. Nose down pitch control must be applied and maintained until the wings are unstalled. Application of forward control column (as much as full forward may be required) and the use of some nose-down stabilizer trim should provide sufficient elevator control to produce a nose-down pitch rate. It may be difficult to know how much stabilizer trim to use, and care must be taken to avoid using too much trim. Pilots should not fly the airplane using stabilizer trim, and should stop trimming nose down when they feel the g force on the airplane lessen or the required elevator force lessen.
Under certain conditions, on airplanes with underwing-mounted engines, it may be necessary to reduce thrust in order to prevent the angle of attack from continuing to increase. Once the wing is unstalled, upset recovery actions may be taken and thrust reapplied as needed.
If normal pitch control inputs do not stop an increasing pitch rate in a nose high situation, rolling the airplane to a bank angle that starts the nose down may be effective. Bank angles of about 45°, up to a maximum of 60°, could be needed. Normal roll controls - up to full deflection of ailerons and spoilers - may be used. Unloading the wing by maintaining continuous nose-down elevator pressure keeps the wing angle of attack as low as possible, making the normal roll controls as effective as possible.
Copyright . The Boeing Company. See title page for details.
7.28  FCT 737 (TM) October 31, 2006

737 Flight Crew Training  Manual
Finally, if normal pitch control then roll control is ineffective, careful rudder input in the direction of the desired roll may be required to initiate a rolling maneuver recovery.
WARNING: Only a small amount of rudder is needed. Too much rudder applied too quickly or held too long may result in loss of lateral and directional control.

Steep Turns
The objective of the steep turn maneuver is to familiarize the pilot with airplane handling characteristics beyond 35° of bank and improve the instrument cross check. During training, 45° of bank is used for this maneuver. It is not intended that the pilot should ever be required to bank greater than 25° to 30° in any normal or non-normal condition.
　
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