we also instituted feet on rudders and hand near yoke below FL180.
and the best way is to avoid gtting upside down in the first place!~
It takes a competent pilot less than one second to have his hands and feet on the controls from the pilot monitoring position where hands are usually comfortably on knees. There is simply no need (pun, chaps) to go overboard on such precautions as you state. I hasten to add this is not a personal crack at you- after all company SOP are inviolate if you want to eat
Taken to the extreme using your SOP, you may as well require all pilots to wear Nomax flying suits while piloting as well as wool socks with no holes in the toes and don't forget the bone dome -all just in case you abort at high speed and end up in a ditch. After all, we all practice engine failure/fire as a reason to abort.
In all the Loss of Control accidents that I have read about, the aircraft was in IMC or at night. For whatever initial reason the aircraft got into an unusual attitude it usually boiled down to poor instrument flying ability by crews who could be termed as "automatic monkeys" or more kindly the victims of automatics addiction.
If lack of the pilots basic manual instrument flying competency is accepted as a prime cause of a Loss of Control in jet transports, then it follows their instrument interpretation skills were lacking. Now, while it is accepted that there are limitations to the fidelity of modern flight simulators, as far as I know there are no such limitations on their flight instruments. An artificial horizon (EADI) will still correctly depict a 60 degree angle of bank accomanied by 30 degree pitch up or down and the ASI will correctly depict speed at VMO or stick shaker. The IVSI will correctly show high rates of climb and descent and the altimeter will wind rapidly down in an emergeny descent at high altitude.
I know of at least one fully accredited level Five Boeing 737 FFS that has a selection on the instructor panel that places the aircraft in a 135 degree roll and 30 degrees nose down attitude. By any standard that is an unusual attitude.
Assuming the crew member has a basic pilot's licence, it is a simple matter for a competent simulator instructor to set up an unusual attitude, even fully inverted, and within ten minutes teach a student the basics of recovery on instruments from most of the variants of unusual attitudes. It's all about interpretation of what the flight instruments are telling you. Of course it also assumes basic instrument flying competency; which means holding a current instrument rating.
You don't need a course in light aircraft aerobatics to be able to practice unusual attitudes in a simulator. The problem is almost every simulator session in a jet transport is 90 percent on automatics. What unusual attitudes that are practiced, often sees the ridiculous situation where the victim is told to put his head down and close his eyes while the other bloke winds on lots of bank and says "handing over"
That might have been de rigeur in light trainers with the student under the hood trying to have a furtive peek outside. But heads down eyes closed in an airline simulator? Come off the grass...
Ten minutes per pilot in the simulator on unusual attitude instrument interpretation, and how to recover to level flight, is not going to break an airline budget. Done earlier it could have saved countless lives.