Narrative:

On ILS Y 22R after being cleared for approach. I was pilot monitoring; and first officer was maintaining assigned speed (I believe it was 210 knots); this -700 did not have speed intervention; so first officer had to disconnect the auto throttles to maintain assigned speed after calling for flaps. There was additional discussion regarding this configuration since the FMC speed wanted to decelerate to flaps 1 maneuvering.we were established on ILS Y 22R localizer at 4;000 feet; just as glideslope capture was occurring (do not remember if autopilot B had captured GS when we hit wake turbulence). The left wing dipped; and then the aircraft went into a solid right roll. The autopilot did not correct; so first officer immediately disconnected the autopilot and attempted the upset recovery. I recognized he was using positive control input to correct the upset. While he did not call out 'upset;' it was obvious to me by his handling of the aircraft that he had gone through the [upset training] module; so I continued to monitor. This lasted several seconds. I estimate we entered at least 35 degree bank to the right; and it would not have ceased without our intervention. We did not hear a 'bank angle' warning during the encounter.we had minimal loss of altitude (no more than 200 feet); but this occurred as the glide slope came in; so we started to get high on path. I immediately informed TRACON that we had a sizable wake encounter. He then informed us that we were 3 miles behind a 757; he asked if we had sustained any injuries with the encounter. I notified him that I wasn't sure yet and that we would be breaking off the approach. With new ATC instructions; the first officer continued to hand fly while I tried to bring automation back on line. For some reason; the MCP would not respond to any of my commands. While the first officer maneuvered with raw data; I reset flight directors and auto throttle; and we were eventually able to get autopilot B back on line.I assigned comms to the first officer and I called back to the purser to ask about their condition. She informed me that people were pretty shaken up but everyone appeared to be in their seats alright (and that she had her best 'poker face' on display); I could tell by her voice that she and the passengers were pretty rattled. I told her I would make a PA explaining what happened and we would be on the ground in the next 10 minutes or so. I made the PA and came back together with the first officer. I set up for another ILS Y 22R approach while he continued pilot flying duties; and the subsequent approach/landing were uneventful.I recall there may have been a slight quartering tailwind at our altitude that contributed to the wake vortices lingering and required the multiple speed reductions by ATC; but the winds on the field were appropriate for the runway in use.

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Original NASA ASRS Text

Title: B737-700 Captain reported encountering wake turbulence on approach to DTW in trail of a B757 that they responded to using the prescribed upset recovery procedure.

Narrative: On ILS Y 22R after being cleared for approach. I was Pilot Monitoring; and First Officer was maintaining assigned speed (I believe it was 210 knots); this -700 did not have speed intervention; so First Officer had to disconnect the auto throttles to maintain assigned speed after calling for flaps. There was additional discussion regarding this configuration since the FMC Speed wanted to decelerate to flaps 1 maneuvering.We were established on ILS Y 22R LOC at 4;000 feet; just as glideslope capture was occurring (do not remember if autopilot B had captured GS when we hit wake turbulence). The left wing dipped; and then the aircraft went into a solid right roll. The autopilot did not correct; so First Officer immediately disconnected the autopilot and attempted the upset recovery. I recognized he was using positive control input to correct the upset. While he did not call out 'upset;' it was obvious to me by his handling of the aircraft that he had gone through the [upset training] module; so I continued to monitor. This lasted several seconds. I estimate we entered at least 35 degree bank to the right; and it would not have ceased without our intervention. We did not hear a 'bank angle' warning during the encounter.We had minimal loss of altitude (no more than 200 feet); but this occurred as the Glide Slope came in; so we started to get high on path. I immediately informed TRACON that we had a sizable wake encounter. He then informed us that we were 3 miles behind a 757; he asked if we had sustained any injuries with the encounter. I notified him that I wasn't sure yet and that we would be breaking off the approach. With new ATC instructions; the First Officer continued to hand fly while I tried to bring automation back on line. For some reason; the MCP would not respond to any of my commands. While the First Officer maneuvered with raw data; I reset flight directors and auto throttle; and we were eventually able to get Autopilot B back on line.I assigned comms to the First Officer and I called back to the Purser to ask about their condition. She informed me that people were pretty shaken up but everyone appeared to be in their seats alright (and that she had her best 'poker face' on display); I could tell by her voice that she and the passengers were pretty rattled. I told her I would make a PA explaining what happened and we would be on the ground in the next 10 minutes or so. I made the PA and came back together with the First Officer. I set up for another ILS Y 22R approach while he continued Pilot Flying duties; and the subsequent approach/landing were uneventful.I recall there may have been a slight quartering tailwind at our altitude that contributed to the wake vortices lingering and required the multiple speed reductions by ATC; but the winds on the field were appropriate for the runway in use.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.