Autopilot Entry and Level Off Level Change (LVL CHG)
Because of airspeed and altitude protection and reduced crew workload, use of the autopilot with LVL CHG mode is the recommended technique for rapid descents. Use of the V/S mode is not recommended.
First set a lower altitude in the altitude window. Select LVL CHG, close the thrust levers and smoothly extend the speedbrakes. Fly straight ahead or initiate a turn using HDG SEL. Autothrottles should be left engaged. The airplane pitches down smoothly while the thrust levers retard to idle. Adjust the speed as needed and ensure the altitude window is correctly set for the level off. During descent, the IAS/MACH speed window changes from MACH to IAS at approximately 300 KIAS. Manually reset to VMO as needed.
When approaching the target altitude, ensure the altitude is set in the MCP altitude select window. Altitude capture engages automatically. Adjusting the command speed to approximately LRC or 300 knots before level-off aids in smoothly transitioning to level flight. The pitch mode then controls altitude and the thrust levers increase to hold speed. Smoothly return the speedbrake lever to the down detent during the level off maneuver.
When descending with the autopilot engaged and the speedbrakes extended at speeds near VMO/MMO, the airspeed may momentarily increase to above VMO/MMO if the speedbrakes are retracted quickly. To avoid this condition, smoothly and slowly retract the speedbrakes to allow the autopilot sufficient time to adjust the pitch attitude to maintain the airspeed within limits.
When the speedbrakes are retracted during altitude capture near VMO/MMO, a momentary overspeed condition may also occur. This is because the autopilot captures the selected altitude smoothly by maintaining a fixed path while the thrust is at or near idle. To avoid this condition, it may be necessary to reduce the selected speed and/or descent rate before altitude capture or reduce the selected speed and delay speedbrake retraction until after level off is complete.
Copyright . The Boeing Company. See title page for details.
FCT 737 (TM) October 31, 2006
737 Flight Crew Training  Manual
Control Wheel Steering (CWS)
CWS may be used to reduce pilot workload. Follow the manually flown procedure but instead of disengaging the autopilot, engage CWS.

Manual Entry and Level Off
The entry may be accomplished on heading or a turn may be made to clear the airway or controlled track. However, since extending the speedbrakes initially reduces the maneuver margin, it is recommended that turns not be initiated until the airplane is established in the descent.
To manually fly the maneuver, disconnect the autothrottles and retard thrust levers to idle. Smoothly extend the speedbrakes, disconnect the autopilot and smoothly lower the nose to initial descent attitude (approximately 10 degrees nose down).
About 10 knots before reaching target speed, slowly raise the pitch attitude to maintain target speed. Keep the airplane in trim at all times. If MMO/VMO is inadvertently exceeded, change pitch smoothly to decrease speed.
Approaching level off altitude, smoothly adjust pitch attitude to reduce rate of descent. The speedbrake lever should be returned to the down detent when approaching the desired level off altitude. After reaching level flight add thrust to maintain long range cruise or 300 knots.

Landing Gear Extended Descent
The rapid descent is normally made with the landing gear up. However, when structural integrity is in doubt and airspeed must be limited, extension of the landing gear may provide a more satisfactory rate of descent.
If the landing gear is to be used during the descent, comply with the landing gear placard speeds.

After Level Off
Recheck the pressurization system and evaluate the situation. Do not remove the crew oxygen masks if cabin altitude remains above 10,000 feet. Determine the new course of action based on weather, oxygen, fuel remaining, medical condition of crew and passengers, and available airports. Obtain a new ATC clearance.

737 Flight Crew Training  Manual

Stall Recovery
The objective of the approach to stall recovery maneuver is to familiarize the pilot with the stall warning and correct recovery techniques. Recovery from a fully developed stall is discussed later in this section.

Approach to Stall Recovery
The following discussion and maneuvers are for an approach to a stall as opposed to a fully developed stall. An approach to a stall is a controlled flight maneuver; a stall is an out-of-control, but recoverable, condition.
Approach to Stall Recovery Initial Conditions Approach
Flaps  Gear  Bank  Target% N1* 
Up 15  Up Dn  0° 25°  35 - 45% 60 - 70% 
30  Dn  0°  60 - 70% 
*Approximate power settingsto achieve a 1 kt/secdeceleration