Appendix 2 SCENARIO 2: LOSS OF RELIABLE AIRSPEED
• Verifies the autopilot and autothrottle/autothrust are disconnected.
• The pilot monitoring provides the pilot flying with meaningful input (e.g., attitude and altitude deviations and trends).
COMMON PILOT ERRORS • The importance of pitch control and AOA is not recognized.
• Use of large thrust changes.
• Failure to complete the appropriate non-normal checklist.
• Overcontrolling the airplane, especially pitch.
COMMON INSTRUCTOR ERRORS
• Fails to notice improper control inputs.
• If the validated FSTD envelope was exceeded, fails to advise the pilot and stop the scenario to prevent negative training.
Appendix 2 SCENARIO 3: SUB-THRESHOLD ROLL INSTRUCTOR ROLE Implement scenarios that cause an imperceptibly slow roll rate (less than 3° per second) that result in an unexpected high bank angle.
OBJECTIVE The pilot will recognize the high bank angle and immediately perform the upset recovery procedure.
EMPHASIS AREAS • Recognition and recovery.
• Crew coordination.
• AOA management.
• Out-of-trim control forces at autopilot disconnect (if engaged).
• Aural and visual warnings (environment and airplane cueing).
• Surprise and startle.
• Effects of multiple levels of automation.
• Effects of altitude on recovery.
• Situational awareness while returning to desired flightpath after the upset recovery, including such items as heading, terrain, altitude, other aircraft, and flight deck automation.
FSTD SETUP
CONSIDERATIONS The scenario will be conducted at an altitude that will allow for a recovery. Crew distractions may be used
(e.g., minor malfunctions, air traffic control (ATC) instructions, weather). Use of FSTD capabilities to induce a slow, imperceptible roll rate (less than 3° per second) may include:
• Attitude changes.
• Thrust asymmetry.
• System malfunctions (e.g., surreptitious disabling of automation).
• Dynamic upsets should not be implemented in a manner that disables or unrealistically reduces flight control effectiveness for the purpose of generating or attaining an upset condition.
SCENARIO ELEMENTS • The instructor will introduce a situation which causes the airplane to enter an imperceptible roll resulting in an unexpected bank angle greater than 30°.
• Either pilot will notice and announce the excessive bank.
• The pilot flying will demonstrate the proper recovery procedure.
• Disengage the autopilot and autothrottle.
Appendix 2 SCENARIO 3: SUB-THRESHOLD ROLL
• If a nose-high or nose-low condition exists, identify the situation and apply the correct recovery.
• Maintain awareness of energy management and airplane roll rate.
• Unload (reduce AOA) as necessary and roll to wings level as the nose approaches the horizon.
Recover to a slightly nose-low attitude. Check airspeed and adjust thrust and pitch as necessary.
• When recovery is assured, adjust the pitch attitude to return to the intended flightpath.
COMPLETION STANDARDS • Rolls in the shortest direction to wings level.
• Returns the airplane to the assigned flightpath.
• Satisfactory crew coordination must be demonstrated.
COMMON PILOT ERRORS • Recovery is initiated by rolling in the wrong direction, increasing the bank.
• Losing situational awareness and failing to return to assigned flightpath or follow ATC instructions after recovery.
• Pilot(s) slow to recognize or announce the excessive bank.
• Executes improper recovery procedure.
• Failure to disengage the autopilot and/or autothrottle/autothrust.
• Slow to reduce angle of attack (unload).
• Failure to maintain awareness of energy management.
COMMON INSTRUCTOR ERRORS
• Fails to notice improper control inputs.
• If the FSTD training envelope was exceeded, fails to advise the pilot and stop the scenario to prevent negative training.
Appendix 2 MANEUVER 1: MANUALLY CONTROLLED SLOW FLIGHT OBJECTIVE Recognize the low energy or high drag configuration and the slow response to flight control and thrust inputs to enhance the pilot’s knowledge of the low-speed handling qualities prior to stall training.
EMPHASIS AREAS Manual flying skills
FSTD SETUP
CONSIDERATIONS
• Select ceiling and visibility unlimited.
• The maneuver will be conducted in the following two scenarios:
o Low altitude beginning in a clean configuration, and then slowing while configuring the airplane for landing. This maneuver will be conducted at maximum landing gross weight.
o High altitude in a clean configuration (e.g., near the service ceiling), near maximum gross weight while maintaining minimum speed for the configuration.
• Target speeds should be below the minimum drag speed for the various configurations. The minimum speed must avoid stick shaker. Ideally a single speed can be selected for use throughout the maneuver that will permit judicious maneuvering without stick shaker. Encountering stick shaker without executing a stall recovery could lead to negative training.
SCENARIO ELEMENTS • While maintaining altitude, slowly establish the pitch attitude (using trim or elevator or stabilizer), bank angle, and power setting that will allow a controlled speed reduction to establish the desired target airspeed.
• Maneuver in straight and level flight to stabilize speed and trim.
• Turn left and right, and change direction of turn, to observe changing handling characteristics.
• Turns through 90º left and right at bank angles appropriate to speed and configuration.
• Climb and descend at 500 feet per minute (fpm) while in a turn.
Appendix 2 MANEUVER 1: MANUALLY CONTROLLED SLOW FLIGHT COMPLETION STANDARDS • Recover to appropriate airspeed for the configuration and establish the appropriate altitude and heading.
• Recovery is complete when straight and level unaccelerated flight is achieved.
COMMON PILOT ERRORS • Inadequate back-elevator pressure as power is reduced, resulting in altitude loss.
• Excessive back-elevator pressure as power is reduced, resulting in a climb, followed by a rapid reduction in airspeed and “mushing.”
• Inadequate compensation for adverse yaw during turns.
• Fixation on the airspeed indicator.
• Failure to anticipate changes in lift as flaps are extended or retracted.
• Inadequate power management.
• Inability to adequately divide attention between airplane control and orientation.
Appendix 3 APPENDIX 3. FLIGHT SIMULATION TRAINING DEVICE (FSTD)
CONSIDERATIONS
1. SUMMARY OF FSTD CAPABILITIES.
a. FSTDs are a key element of a pilot training program because they are a cost-effective and safe alternative to performing training in the actual airplane while providing the capability to train certain tasks which cannot be easily trained in the actual airplane. Abnormal and emergency procedures that could not be trained in the actual airplane can be trained in an FSTD, in a risk-free environment, with an adequate level of fidelity when operated within its training limits.
b. An FSTD is a synthetic environment, which cannot fully replicate the exact experience of an aircraft; however, there is reason to be confident that the appropriately qualified FSTD has satisfactory fidelity for training normal, abnormal, and emergency procedures. In consideration of the normal limitations of FSTDs (such as aerodynamic validation, and motion cueing limitations), there is concern that practicing upset recovery techniques could include inadvertent excursions beyond its intended training envelope. This concern may be overcome if instructors have a better understanding of the FSTD limitations and additional instructor tools, which is why this advisory circular (AC) puts special emphasis on instructor training and qualification.
2. FSTD EVALUATION REQUIREMENTS.
a. Since the original publication of this AC, FSTD evaluation and qualification requirements have been codified in Title 14 of the Code of Federal Regulations (14 CFR) part 60,13 which requires that all FSTDs being used for Upset Prevention and Recovery (UPRT) maneuvers must be specifically evaluated and qualified for such maneuvers. After March 12, 2019, any FSTD being used to conduct UPRT must be qualified as described in part 60, FSTD Directive 2.
13 Refer to the Flight Simulation Training Device Qualification Standards for Extended Envelope and Adverse Weather Event Training Tasks final rule (81 FR 18177, March 30, 2016).
b. The National Simulator Program (NSP) currently maintains guidance for the evaluation of FSTDs for use in UPRT in FSTD Qualification Guidance Bulletin 11-05, FSTD Evaluation and Qualification for Upset Prevention and Recovery Training (UPRT) Tasks. NSP guidance bulletins may be found on the FAA’s public website at https://www.faa.gov/about/initi atives/nsp/.
3. INSTRUCTOR TOOLS FOR UPRT. To support UPRT in an FSTD, additional tools and capabilities should be made available to the instructor for briefing, training, and debriefing UPRT maneuvers. This may include video and audio capability, preprogramed distractors/initiators, as well as feedback tools to determine if the recovery maneuver has exceeded FSTD limits or airplane operational limits.
a. A set of simple instructor controls which can aid the instructor in developing distractors.
The distraction should be a nonstandard event such that the crew thought process and the actions
Appendix 3 they take are not based on the use of the checklist. These may be weather related, traffic, air traffic control (ATC), or other such inputs which may create a distraction.
b. A dynamic set of upsets, which may be a result of internal or external factors. The intentional degradation of FSTD functionality (such as degrading flight control effectiveness) to drive an airplane upset is generally not acceptable unless used purely as a tool for repositioning the FSTD with the pilot out of the loop. Aircraft system malfunctions or other malfunctions may be utilized to stimulate an aircraft upset, however the effects of these malfunctions must be representative of the aircraft and, where possible, supported by data.
• A set of upset initiation features (e.g., autothrottle/autothrust disconnection not commanded by the pilot) designed to assess the prevention of an upset event by the crew. The objective of this upset feature is to generate a condition that, if the crew does not recognize it and take timely corrective action, it will continue to develop and result in an upset.
• A set of upset initiation features (e.g., sub-threshold roll) designed to lead the crew to initiate recognition measures. The objective of this upset feature is to generate a developing upset condition so that crew action will prevent a fully developed upset condition.
• A set of upset initiation features (e.g., a full pitch up using external stimuli) designed specifically to progress in severity so that the crew has to initiate recovery measures.
The objective of this upset feature is to generate a developed upset condition so that the crew has to initiate appropriate recovery action to prevent further loss of control.
c. Instructor feedback tools should be provided which indicate if airplane operating limits are exceeded, the parameters monitored may include the following:
• Airspeed limitations,
• Maximum operating speed,
• Maneuvering speed,
• Flap extended speed,
• Minimum control speed,
• Landing gear speeds,
• Rough air speed,
• Altitude limitations,
• Powerplant limitations, and
• Maneuvering flight load factors including simultaneous roll and pitch.
d. The instructor should be provided with an indication of when the FSTD has exceeded the validation limits of its aerodynamic model. The model limits may be based upon an angle of attack and sideslip range as defined by the FSTD’s aerodynamic model provider. Refer to Appendix 3-D, Flight Simulator Information, of the Airplane Upset Recovery Training Aid (AURTA) Revision 2 and NSP Guidance Bulletin 11-05 for additional information.
Appendix 3 Page 3 (and 4)
e. The instructor should be provided with an indication of when an airplane limit is:
• Approached (cautionary warning—amber) or reasonable margins as appropriate can be used; the intent is to give the instructor an initial indication that the airplane is operating close to a limit.
• Exceeded (exceedance warning—red). The simulation should not automatically freeze unless the limit is exceeded by a predefined margin that voids the training or can cause an unsafe condition on the FSTD.
f. The dividing line between a valid and invalid training envelope may be grey instead of being represented by a clear line on an instructor’s display. While an instructor may adopt a conservative approach by repeating a maneuver that caused the FSTD to exceed its training envelope slightly, it is more important for both the instructor and trainee to recognize that the objective is not to convey the precise aircraft response but to reinforce the proper recovery technique. The actual response of the aircraft may vary whether inside or outside the intended training envelope. Ultimately, sound judgment is required on the part of the instructor, which can best be applied through an adequate understanding of an FSTD’s limitations.
4. FSTD MOTION LIMITATIONS. Pilot control inputs are often highly influenced by load factor, or g. Unfortunately, a pilot in a typical FSTD feels less than 10 percent of the actual airplane g. Both the instructor and trainee need to be aware of this difference between flight and simulation. Upset recoveries in an FSTD at high altitudes can be prone to oscillations that go unnoticed if the full suite of available pilot and instructor displays are not used. As such, it is important for the instructor to be alert for such problematic recoveries, convey the errors appropriately to the trainee if they occur, and repeat the maneuvers until the trainee is proficient.
Advisory Circular Feedback Form If you find an error in this AC, have recommendations for improving it, or have suggestions for new items/subjects to be added, you may let us know by contacting the Air Transportation Division at 9-AFS-200-Correspondence@faa.gov or the Flight Standards Directives Management Officer at 9-AWA-AFB-120-Directives@faa.gov.
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