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When ground contact is no longer a factor, continue to adjust pitch as required to maintain level flight or a slight climb while accelerating to maneuvering speed for the existing flap position.
Autopilot Engaged
If an approach to a stall is encountered with the autopilot engaged, apply limit thrust and allow the airplane to return to the normal speed. At high altitude, it may be necessary to initiate a descent to regain maneuvering speed. If autopilot response is not acceptable, it should be disengaged.

Stick Shaker and Stall Speeds
The following figures depict stick shaker and stall speeds at various gross weights and flap settings. This data is presented for training purposes only.

Stick Shaker and Stall Speed 757-200
Airspeed (KCAS) Airspeed (KCAS)
240
200
160
120 130 150 170 190 210 230 250
Fla ps U p
10, 000Gear Up Ft. ManeuverSpeed(VREF30+80) 
Idl e Thr ustCG
Fo r ward 

Stick Shaker 
lSpe ed
Stal

(59.0) (68.0) (77.1) (86.2) (95.3) (104.3) (113.4) Gross Weight - 1000 lbs (kgs)
200
160
120
80 130 150 170 190 210 230 250
GeFla ar Upps 5 
10, 000 Ft. 
Idle  Thr ust 
For ward  CG AllEngineClimbSpeed(V2+15) 

S tick Shaker 
Stall Spee d

(59.0) (68.0) (77.1) (86.2) (95.3) (104.3) (113.4) Gross Weight - 1000 lbs (kgs)

Stick Shaker and Stall Speed 757-200
Airspeed (KCAS) Airspeed (KCAS)
200
160
120
80 130 150 170 190 210 230 250
StallSpeed StickShaker AllEngineClimbSpeed(V2+15) Gear UpFlaps 20 10,000 Ft. Idle Thrust Forward CG 

(59.0) (68.0) (77.1) (86.2) (95.3) (104.3) (113.4) Gross Weight - 1000 lbs (kgs)
200
160
120
80 130 150 170 190 210 230 250
GeFla ps 30 ar Do wn
10, 000 Ft. Idle Thrust 
For ward  CG
ngSpeed(VREF30) 
Landi
Sti ckSh aker 
St allSp eed 

(59.0) (68.0) (77.1) (86.2) (95.3) (104.3) (113.4) Gross Weight - 1000 lbs (kgs)

Stick Shaker and Stall Speed 757-300
Airspeed (KCAS) Airspeed (KCAS)
260 220 180 140 100
160 180 200 220 240 260 280
StickShaker StallSpeed ManeuverSpeed(VREF30+80) Flaps Up Gear Up 10,000 Ft Idle Thrust Forward CG 

(72.6) (81.6) (90.7) (99.8) (108.8) (117.9) (127)Gross Weight - 1000 lbs (Kgs)
260 220 180 140 100
160 180 200 220 240 260 280
StickShaker StallSpeed AllEngineClimbSpeed(V2+15) Flaps 5 Gear Up 10,000 Ft Idle Thrust Forward CG 

(72.6) (81.6) (90.7) (99.8) (108.8) (117.9) (127)Gross Weight - 1000 lbs (Kgs)
Stick Shaker and Stall Speed
757-300

 

 

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 down elevator (as much as full nose-down elevator may be required) and the use of some nose-down stabilizer 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. 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 necessary.
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.
　
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