.  
pitch attitude greater than 10 degrees nose down, or

.  
bank angle greater than 45 degrees, or

.  
within above parameters but flying at airspeeds inappropriate for the
conditions.

General
Though flight crews in line operation rarely, if ever, encounter an upset situation, understanding how to apply aerodynamic fundamentals in such a situation helps them control the airplane. Several techniques are available for recovering from an upset. In most situations, if a technique is effective, it is not recommended that pilots use additional techniques. Several of these techniques are discussed in the example scenarios below:
.  
stall recovery

.  
nose high, wings level

.  
nose low, wings level

.  
high bank angles

737 Flight Crew Training  Manual
.
nose high, high bank angles

.
nose low, high bank angles

Note:  Higher than normal control forces may be required to control the airplane attitude when recovering from upset situations. Be prepared to use a firm and continuous force on the control column and control wheel to complete the recovery.
Stall Recovery
In all upset situations, it is necessary to recover from a stall before applying any other recovery actions. A stall may exist at any attitude and may be recognized by continuous stick shaker activation accompanied by one or more of the following:
.
buffeting which could be heavy at times

.
lack of pitch authority and/or roll control

.
inability to arrest descent rate. If the airplane is stalled, recovery from the stall must be accomplished first by applying and maintaining nose down elevator until stall recovery is complete and stick shaker activation ceases. Under certain conditions, it may be necessary to reduce some thrust in order to prevent the angle of attack from continuing to

increase. Once stall recovery is complete, upset recovery actions may be taken and thrust reapplied as needed.
Nose High, Wings Level
In a situation where the airplane pitch attitude is unintentionally more than 25 degrees nose high and increasing, the airspeed is decreasing rapidly. As airspeed decreases, the pilot's ability to maneuver the airplane also decreases. If the stabilizer trim setting is nose up, as for slow-speed flight, it partially reduces the nose-down authority of the elevator. Further complicating this situation, as the airspeed decreases, the pilot could intuitively make a large thrust increase. This causes an additional pitch up. At full thrust settings and very low airspeeds, the elevator, working in opposition to the stabilizer, has limited control to reduce the pitch attitude.
Copyright . The Boeing Company. See title page for details.
7.34  FCT 737 (TM) October 31, 2006
737 Flight Crew Training  Manual
In this situation the pilot should trade altitude for airspeed, and maneuver the airplane's flight path back toward the horizon. This is accomplished by the input of up to full nose-down elevator and the use of some nose-down stabilizer trim. These actions should provide sufficient elevator control power 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. This use of stabilizer trim may correct an out-of-trim airplane and solve a less-critical problem before the pilot must apply further recovery measures. Because a large nose-down pitch rate results in a condition of less than 1 g, at this point the pitch rate should be controlled by modifying control inputs to maintain between 0 to 1
g. If altitude permits, flight tests have determined that an effective way to achieve
a nose-down pitch rate is to reduce some thrust. If normal pitch control inputs do not stop an increasing pitch rate, rolling the airplane to a bank angle that starts the nose down should work. Bank angles of about 45 degrees, up to a maximum of 60 degrees, could be needed. 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. With airspeed as low as stick shaker onset, normal roll controls - up to full deflection of ailerons and spoilers - may be used. The rolling maneuver changes the pitch rate into a turning maneuver, allowing the pitch to decrease. Finally, if normal pitch control then roll control is ineffective, careful rudder input in the direction of the desired roll may be required to induce a rolling maneuver for recovery.
　
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