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A smooth application of up to full lateral control should provide enough roll control power to establish a very positive recovery roll rate. If full roll control application is not satisfactory, it may even be necessary to apply some rudder in the direction of the desired roll.
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 or structural failure.
Nose High, High Bank Angles
A nose high, high angle of bank upset requires deliberate flight control inputs. A large bank angle is helpful in reducing excessively high pitch attitudes. The pilot must apply nose-down elevator and adjust the bank angle to achieve the desired rate of pitch reduction while considering energy management. Once the pitch attitude has been reduced to the desired level, it is necessary only to reduce the bank angle, ensure that sufficient airspeed has been achieved, and return the airplane to level flight.
Nose Low, High Bank Angles
The nose low, high angle of bank upset requires prompt action by the pilot as altitude is rapidly being exchanged for airspeed. Even if the airplane is at a high enough altitude that ground impact is not an immediate concern, airspeed can rapidly increase beyond airplane design limits. Simultaneous application of roll and adjustment of thrust may be necessary. It may be necessary to apply nose-down elevator to limit the amount of lift, which will be acting toward the ground if the bank angle exceeds 90 degrees. This also reduces wing angle of attack to improve roll capability. Full aileron and spoiler input should be used if necessary to smoothly establish a recovery roll rate toward the nearest horizon. It is important to not increase g force or use nose-up elevator or stabilizer until approaching wings level. The pilot should also extend the speedbrakes as necessary.

 

Upset Recovery Techniques
It is possible to consolidate and incorporate recovery techniques into two basic scenarios, nose high and nose low, and to acknowledge the potential for high bank angles in each scenario described above. Other crew actions such as recognizing the upset, reducing automation, and completing the recovery are included in these techniques. The recommended techniques provide a logical progression for recovering an airplane.
If an upset situation is recognized, immediately accomplish the Upset Recovery maneuver found in the non-normal maneuvers section in the QRH.

Windshear General
Improper or ineffective vertical flight path control has been one of the primary factors in many cases of flight into terrain. Low altitude windshear encounters are especially significant because windshear can place the crew in a situation which requires the maximum performance capability of the airplane. Windshear encounters near the ground are the most threatening because there is very little time or altitude to respond to and recover from an encounter.

Airplane Performance in Windshear
Knowledge of how windshear affects airplane performance can be essential to the successful application of the proper vertical flight path control techniques during a windshear encounter.
The wind component is mostly horizontal at altitudes below 500 feet. Horizontal windshear may improve or degrade vertical flight path performance. Windshear that improves performance is first indicated in the flight deck by an increasing airspeed. This type of windshear may be a precursor of a shear that decreases airspeed and degrades vertical flight path performance.
Airspeed decreases if the tailwind increases, or headwind decreases, faster than the airplane is accelerating. As the airspeed decreases, the airplane normally tends to pitch down to maintain or regain the in-trim speed. The magnitude of pitch change is a function of the encountered airspeed change. If the pilot attempts to regain lost airspeed by lowering the nose, the combination of decreasing airspeed and decreasing pitch attitude produces a high rate of descent. Unless this is countered by the pilot, a critical flight path control situation may develop very rapidly. As little as 5 seconds may be available to recognize and react to a degrading vertical flight path.
In critical low altitude situations, trade airspeed for altitude, if possible. An increase in pitch attitude, even though the airspeed may be decreasing, increases the lifting force and improves the flight path angle. Proper pitch control, combined with maximum available thrust, utilizes the total airplane performance capability.
The crew must be aware of the normal values of airspeed, altitude, rate of climb, pitch attitude and control column forces. Unusual control column force may be required to maintain or increase pitch attitude when airspeed is below the in-trim speed. If significant changes in airspeed occur and unusual control forces are required, the crew should be alerted to a possible windshear encounter and be prepared to take action.
　
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