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b. Continuing Standardization. Each air carrier should have a control system in place to ensure its instructors continuously deliver standardized UPRT. Instructors who do not follow the curriculum may provide pilots with negative training.
Par 3-1 Page 11 CHAPTER 3. TRAINING METHODOLOGY
3-1. GENERAL. The training methodology for UPRT should follow the building block approach of first introducing essential concepts and academic understanding before progressing to the practical application of those skills in a flight simulation training device (FSTD).
Similarly, familiarity with airplane characteristics and development of basic recovery skills through maneuver-based training should precede their application in scenario-based training.
This progressive approach will lead to a more complete appreciation of how to recognize a developing flightpath divergence, respond appropriately in situations of surprise or startle, and recover effectively when required. Air carriers should develop training curriculums that provide pilots with the knowledge and skills to prevent, recognize, and recover from unexpected flightpath divergences and upset events. These training curriculums should contain the elements and events described in Appendix 1.
3-2. COMPREHENSIVE AIR CARRIER UPRT PROGRAM.
a. General. The FAA strongly recommends incorporation of the Airplane Upset Recovery Training Aid (AURTA) Revision 2 into air carrier UPRT programs. The AURTA Revision 2 has extensive discussion and considerations for both the academic and flight training portion of an air carrier’s training program. The AURTA Revision 2 is available online at https://www.faa.gov/sites/faa.gov/files/pilots/training/AP_UpsetRecovery_Book.pdf.
b. Flight Standardization Board Reports (FSBR). When developing UPRT programs, air carriers should consult the FSBR, if available, for the specific airplane type. The Special Emphasis Areas, and any other recommendations pertaining to in-flight aircraft handling, should be reviewed.
c. Academic Knowledge. Academic instruction establishes the foundation from which situational awareness, insight, knowledge, and skills are developed, and therefore must be accomplished prior to training the associated flight events in an FSTD. To ensure sufficient retention, FSTD training should occur within a reasonable time after academic training.
Academic knowledge should proceed from the general to the specific.
d. FSTD Training. Section 121.423 requires extended envelope training, which consists of the following maneuvers to be conducted in a Level C or higher full flight simulator (FFS):
manually controlled slow flight, manually controlled loss of reliable airspeed, manually controlled instrument departure and arrival, and upset recovery maneuvers. Other flight training that is part of UPRT, but not required by regulation to be conducted in an FFS, may be conducted in another type of FSTD; however, the FSTD should have the level of fidelity required to meet the learning objective. Training providers are encouraged to use the highest level FFS available when developing their UPRT curriculums. The primary emphasis is to provide the pilot with the most realistic environment possible during UPRT. Motion in an FFS should be used when those cues influence recognition or recovery.
(1) FSTD flight training should follow a logical progression where pilots are introduced to the airplane’s capabilities within the operating limits prior to training at the edge of the normal flight envelope, or beyond. While exceeding the normal flight envelope in an FFS is possible, all
Par 3-2 Page 12 UPRT maneuvers contained in this AC can typically be conducted inside the FFS’s intended training envelope where the performance and handling qualities of the FFS are at their highest accuracy. Training that exceeds the airplane envelope or the aerodynamic modeling envelope could increase the risk of negative transfer of training. Significant sustained accelerations and rates are not possible in an FFS, and instructors should be able to explain to pilots how the actual aircraft behavior may differ. See Appendix 3 for detailed FSTD considerations.
(2) FSTD training should include both maneuver-based and scenario-based training. Air carriers are encouraged to consult with the airplane manufacturer during the development of the FSTD training.
(a) Maneuver-Based Training. This training focuses on task mastery. Maneuver based training should include prevention and recovery training with an emphasis on the development of required motor skills to satisfactorily accomplish upset recovery. Limited emphasis should be placed on decision-making skills during maneuver-based training.
(b) Scenario-Based Training (SBT). The goal of SBT is to develop perception and decision-making skills relating to upset prevention, recognition, and recovery, while providing the pilot with an opportunity to use the skills learned in maneuver-based training in a realistic scenario. SBT would normally be used after maneuver-based training, during the later stages of an initial, transition, conversion, or upgrade training curriculum, and during recurrent training.
1. Realistic Scenarios. UPRT scenarios should be realistic events that could be encountered in operational conditions. When possible, scenarios should include accident, incident, Aviation Safety Action Program (ASAP), Flight Operational Quality Assurance (FOQA), and/or Aviation Safety Reporting System (ASRS) data to convey how threat situations may develop and how they should be managed. Sample SBT lesson plans are provided in Appendix 2.
2. Briefing. Pilots should not normally be briefed that they are receiving SBT.
The concept allows pilots to recognize and manage upset threats as they develop during normal operations.
3-3. KEY UPRT CONSIDERATIONS.
a. Awareness and Prevention. Training with an emphasis on awareness and prevention provides pilots with the skills to recognize conditions that increase the likelihood of an upset event if not effectively managed. Training must include the air carrier’s standard operating procedures (SOP) and Crew Resource Management (CRM) techniques for the most effective prevention and threat mitigation strategies. Desired goals for awareness and prevention training include the following:
(1) Recognition of operational and environmental conditions that increase the likelihood of an upset event occurring;
(2) Aeronautical decision-making skills to prevent upsets (e.g., effective analysis, awareness, resource management, mitigation strategies, and breaking the error chain through airmanship and sound judgment);
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(3) Early detection of flightpath divergences;
(4) Timely and appropriate intervention;
(5) The effects of autoflight including mode confusion, flight envelope protection in normal and degraded modes, and unexpected disconnects of the autopilot or autothrottle/autothrust;
(6) Recognition of when the flight condition has transitioned from the prevention phase into the recovery phase; and
(7) Effective verbal and nonverbal communication regarding the airplane state.
b. Manual Flight Operations Knowledge, Skills, and Utilization. Modern aircraft are commonly operated using autoflight systems (e.g., autopilot or autothrottle/autothrust) during most of a flight. Autoflight systems have improved safety, reduced workload, and enabled more precise operations; however, continuous use of autoflight systems could lead to degradation of the pilot’s manual handling skills and ability to recover the aircraft from an upset.
NOTE: Air carriers are encouraged to take an integrated approach by incorporating manual flight operations into both line operations and training (initial, transition, conversion, upgrade, requalification, and recurrent).
(1) Training. Several maneuvers are included in Appendix 1 specifically to develop and maintain a pilot’s manual flight operations knowledge and skills.
(2) Operations. Air carriers should develop policies that encourage manual flight operations when appropriate. Operational policies should be developed or reviewed to ensure there are appropriate opportunities for pilots to exercise manual flying skills, such as in non-Reduced Vertical Separation Minimum (RVSM) airspace and during low workload conditions. In addition, policies should be developed or reviewed to ensure that pilots understand when to use the automated systems, such as during high workload conditions or for airspace procedures that require precise operations. Augmented crew operations may also limit the ability of some pilots to obtain practice in manual flight operations. Airline operational policies should ensure that all pilots have the appropriate opportunities to exercise manual flight knowledge and skills in flight operations.
(3) Use of Autopilot and/or Autothrottle/Autothrust for Upset Recovery. Leaving the autopilot or autothrottle/autothrust connected may result in inadvertent changes or adjustments that may not be easily recognized or appropriate, especially during high workload situations.
c. Availability of Visual References. The CAST study of 18 accidents and incidents resulting from pilot loss of airplane state awareness determined that 17 accidents and incidents occurred when pilots did not have visual references available (i.e., instrument meteorological conditions (IMC) or night). In the past, unusual attitude training was commonly conducted in visual meteorological conditions, giving the pilot considerable advantage in determining the appropriate recovery. To develop a pilot’s ability to recover from an upset, FSTD maneuvers
Par 3-3 Page 14 training should be done in both visual and instrument conditions, as well as in day and night.
This allows pilots to practice recognition and recovery under all conditions in order to experience important physiological factors.
d. Pilot Monitoring. Evidence shows that in many loss of control in-flight (LOC-I) incidents and accidents the pilot(s) monitoring (PM) may have been more aware of the airplane state than the pilot flying (PF). Training should emphasize crew interaction (including augmented flightcrews) to vocalize a divergence from the intended flightpath. A progressive intervention strategy is initiated by communicating a flightpath deviation (alert), then suggesting a course of action (advocacy and assertion), and then directly intervening, if necessary, by taking the controls to prevent an incident or accident. A pilot taking control should announce the transfer of control.
e. Startle or Surprise. Startle or surprise has been a factor in LOC-I incidents and accidents as upsets that occur in normal operations are unplanned and inadvertent, adversely impacting recognition or recovery. Instructors should plan upset scenarios emphasizing those event conditions and variables likely to result in startle/surprise while minimizing potential for negative transfer of training. The potential for negative transfer of training can be minimized through applying sound judgment with respect to realism and fidelity, as well as respecting the capabilities and limitations of the FSTD. The following points should be considered:
• Many possible events should be available for use during training. Otherwise, pilots will anticipate the event and not be surprised.
• The events should be taught in a supportive learning environment without jeopardy.
Otherwise, incentives are introduced for pilots to share with other pilots what to expect.
• Even if incentives are not introduced, pilots should be discouraged from revealing information about the events to other pilots that have yet to experience them.
Divulging a surprise scenario removes the benefit of allowing a colleague to examine their thoughts and responses in critical situations that arise in training. As such, the strategic objective of inserting these scenarios in training should be emphasized for the benefit of all.
• Instructors will have to be inventive and introduce various ploys to achieve a startle or surprise response in simulation. Managing expectations in this way can help achieve responses while surprised even in simulation environments when the fear of harm does not exist.
Par 4-1 Page 15 CHAPTER 4. UPSET RECOVERY TEMPLATE
4-1. METHODOLOGY. Airplane manufacturers (Airbus, ATR Aircraft, Boeing, Bombardier, and Embraer) contributed to the development of the following upset recovery templates that provide commonality among various airplanes.
4-2. UPSET RECOVERY TEMPLATES. Tables 1 and 2 show the Nose High and Nose Low Upset Recovery Templates that were developed with input from the above manufacturers.
Although the procedures apply to the majority of today’s airplanes, manufacturer-recommended procedures may deviate from those included in this advisory circular (AC) due to specific airplane characteristics. Manufacturer recommendations may deviate from this template if necessary due to airplane operating characteristics. For air carriers operating airplanes without manufacturer upset recovery procedures, the FAA recommends using the upset recovery templates as a reference when developing air carrier-specific upset recovery procedures.
NOTE: The manufacturer’s procedures take precedence over the recommendations in this AC.
NOTE: These techniques assume the airplane is not stalled. If the airplane is stalled, recovery from the stall must be accomplished first in accordance with the current edition of AC 120-109, Stall Prevention and Recovery Training, or manufacturer procedures.
a. The following techniques represent a logical progression for recovering the airplane.
While not strictly procedural, the templates represent a consensus view of actions for recovery.
b. If needed, use pitch trim sparingly. Careful use of rudder to aid roll control should be considered only if roll control is ineffective.
c. This section uses the following acronyms: AP for autopilot and A/THR for autothrottle/autothrust.
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4/14/15 AC 120-111 TABLE 1. NOSE HIGH RECOVERY TEMPLATE Either Pilot:
Recognize and confirm the developing situation. Announce: “Nose High” Pilot Flying Pilot Monitoring AP: DISCONNECT3 MONITOR airspeed and attitude throughout the recovery and ANNOUNCE any continued divergence. A/THR: OFF PITCH: Apply as much nose-down control input as required to obtain a nose-down pitch rate.
THRUST: Adjust (if required) When airspeed is sufficiently increasing:
RECOVER to level flight. 4 3 A large out-of-trim condition could be encountered when the AP is disconnected.
4 Avoid stall because of premature recovery or excessive G loading.
NOTE: Recovery to level flight may require use of pitch trim.
NOTE: If necessary, consider reducing thrust in airplanes with underwing-mounted engines to aid in achieving nose-down pitch rate.
WARNING: Excessive use of pitch trim or rudder may aggravate the upset situation or may result in high structural loads.
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4/14/15 AC 120-111 TABLE 2. NOSE LOW RECOVERY TEMPLATE Either Pilot:
Recognize and confirm the developing situation. Announce: “Nose Low” Pilot Flying Pilot Monitoring AP: DISCONNECT5 MONITOR airspeed and attitude throughout the recovery and ANNOUNCE any continued divergence. A/THR: OFF RECOVER from stall if required.
ROLL6 in the shortest direction to wings level.
THRUST and DRAG: Adjust (if required) RECOVER to level flight. 7 5 A large out-of-trim condition could be encountered when the AP is disconnected.
6 It may be necessary to reduce the G loading by applying forward control pressure to improve roll effectiveness.
7 Avoid stall because of premature recovery or excessive G loading.
NOTE: Recovery to level flight may require use of pitch trim.
WARNING: Excessive use of pitch trim or rudder may aggravate the upset situation or may result in high structural loads.
Par 4-2 Page 18 TABLE 3. NOSE HIGH RECOVERY TEMPLATE WITH EXPLANATION Either Pilot: Recognize and confirm the developing situation. Announce: “Nose High” Explanation: A critical element in recognition and confirmation is to clearly understand the energy state and the rate to which it is changing because this will have an effect on how the PF handles the recovery.
Pilot Flying AP: DISCONNECT8 A/THR: OFF Explanation: Leaving the autopilot or autothrottle/autothrust connected may result in inadvertent changes or adjustments that may not be easily recognized or appropriate, especially during high workload situations.
PITCH: Apply as much nose-down control input as required to obtain a nose-down pitch rate.
Explanation: This may require as much as full nose-down input. If a sustained column force is required to obtain the desired response, use nose-down trim as needed to counter high stick forces.
If nose-down inputs are not successful in achieving a nose-down pitch rate, pitch may be controlled by rolling the airplane. A large bank angle is helpful in reducing excessively high pitch attitudes. The angle of bank should not normally exceed approximately 60°. Continuous nose-down elevator pressure will keep the wing angle of attack low, which will make the normal roll controls effective. The rolling maneuver changes the pitch rate into a turning maneuver, allowing the pitch to decrease.
THRUST: Adjust (if required) Explanation: Combined with pitch trim, an additional effective method for achieving a nose-down pitch rate on airplanes with under-wing-mounted engines can be to reduce the power. Thrust should only be reduced to the point where control of the pitch is achieved. This reduces the upward pitch moment. In fact, in some situations for some airplane models, it may be necessary to reduce thrust to prevent the angle of attack from continuing to increase.
If the pitch rate is being managed by trim and elevator inputs, it is not recommended to reduce thrust.
8 A large out-of-trim condition could be encountered when the AP is disconnected.
Par 4-2 Page 19 TABLE 3. NOSE HIGH RECOVERY TEMPLATE WITH EXPLANATION (CONTINUED) RECOVER to level flight9 when airspeed is sufficiently increasing.
Explanation: Recover to slightly nose-low attitude to reduce the potential for entering another upset. Roll to wings level, if necessary, as the nose approaches the horizon. Check airspeed, and adjust thrust and pitch as necessary.
Pilot Monitoring MONITOR airspeed and attitude throughout the recovery and ANNOUNCE any continued divergence.
Explanation: Evidence shows that the PM is often in a better position than the PF to recognize adverse trends in airplane state or flight parameters.
9 Avoid stall because of premature recovery or excessive G loading.
Par 4-2 Page 20 TABLE 4. NOSE LOW RECOVERY TEMPLATE WITH EXPLANATION Either Pilot:
Recognize and confirm the developing situation. Announce: “Nose Low” Explanation: A critical element in recognition and confirmation is to clearly understand the energy state and the rate to which it is changing because this will have an effect on how the PF handles the recovery.
Pilot Flying AP: DISCONNECT10 A/THR: OFF Explanation: Leaving the autopilot or autothrottle/autothrust connected may result in inadvertent changes or adjustments that may not be easily recognized or appropriate, especially during high workload situations.
RECOVER from stall if required.
Explanation: Even in a nose-low, low-speed situation, the airplane may be stalled at a relatively low pitch. It is necessary to recover from the stall first. This may require nose-down elevator, which may not be intuitive.
ROLL11 in the shortest direction to wings level.
Explanation: Full aileron and spoiler input may be necessary to smoothly establish a recovery roll rate toward the nearest horizon. It is important that positive G force not be increased or that nose-up elevator or stabilizer trim be used until the airplane approaches wings level. It may be necessary to unload the airplane by decreasing backpressure to improve roll effectiveness. If the airplane has exceeded 90° of bank, it may feel like “pushing” in order to unload. It is necessary to unload to improve roll control and to prevent pointing a large lift vector toward the ground.
THRUST and DRAG: Adjust (if required) Explanation: If airspeed is low, apply thrust; if airspeed is high, reduce thrust and, if necessary, extend speedbrakes.
RECOVER to level flight.12 Explanation: Complete the recovery by establishing a pitch, thrust, and airplane drag device configuration that corresponds to the desired airspeed.
10 A large out-of-trim condition could be encountered when the AP is disconnected.
11 It may be necessary to reduce the G loading by applying forward control pressure to improve roll effectiveness.
12 Avoid stall because of premature recovery or excessive G loading.
Par 4-2 Page 21 (and 22) TABLE 4. NOSE LOW RECOVERY TEMPLATE WITH EXPLANATION (CONTINUED) Pilot Monitoring MONITOR airspeed and attitude throughout the recovery and ANNOUNCE any continued divergence.
Explanation: Evidence shows that the PM is often in a better position to recognize adverse trends in airplane state or flight parameters than the PF.
NOTE: Recovery to level flight may require use of pitch trim.
WARNING: Excessive use of pitch trim or rudder may aggravate the upset situation or may result in high structural loads.