UPRT SESSION GUIDE:

OBJECTIVES
▪ Attain better understanding of the aerodynamic principles of large, swept-wing airplanes.
▪ Have a thorough understanding of application of flight controls in reference to roll rate, pitch
rate, and the interrelationship with thrust, particularly for underwing-mounted engines.
▪ Be able to recognize situations that may lead to airplane upsets so that they may be prevented.
▪ Recognize and confirm airplane upset.
▪ Gain confidence and understanding in maneuvering the airplane during upsets.
▪ Develop skill for recovery from a nose-high airplane upset.
▪ Demonstrate low-speed and high-speed accelerated stall recovery.
▪ Develop skill for recovery from a nose-low airplane upset.

NOTE: Any NFE/VTE exceedances should be clearly highlighted and that exercise terminated if there is
any significant exceedance (Otherwise this will be negative training)

SESSION PROFICIENCY CRITERIA

▪ Successfully apply proper airplane upset recovery techniques.
▪ Recognize and confirm airplane upset.

SESSION GUIDE
INIT 3000 FT, SPD 250 kts.
IOS›› TAKE A SNAP
IOS›› SIMULATION CONTROL›› UPRT›› DIRECT LAW
ON- TRK-FPA, ATHR
OFF- A/P, FD

HANDLING CHARACTERISTICS/ AIRPLANE RESPONSE

1. Pitch change with use of only stabilizer trim: (THS)
▪ Adjust stabilizer trim nose high and nose low and note the rate of pitch change and forces.
Pitch rate change occurs slowly because the stabilizer trim change is slow.

Column forces can be considerable after large stabilizer movements. During a low speed condition, or a very
high-speed condition, there may not be enough elevator authority to recover the airplane to a stable
condition.
Extra care in using the handwheel specially during the approach under DIRECT LAW and very close to the
ground.

2. Pitch change with the use of thrust adjustments:

▪ From a stabilized power setting, rapidly add full power (TOGA) and note the pitch change
at this low speed. Accelerate to 300 kts and maintain
▪ From a stabilized power setting, and at 300 kts, reduce thrust rapidly to idle. Maintain 250
kts.

Underwing-mounted engines will induce a significant nose up pitch with power addition on most models.
This pitch up would be even more significant at an even lower speed and less significant at higher speeds .

Too early adjustment of thrust during the stall recovery can lead to a significant nose up pitch thus inducing
a secondary stall

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3. Pitch change with the use of speedbrakes:
▪ From a stabilized condition, rapidly deploy the flight spoilers. Normally, deployment of
speedbrakes will cause the airplane to pitch up. This usually becomes more pronounced as
speed increases.

4. Yaw motion and resultant roll due to asymmetric thrust with autopilot:
▪ From a stabilized condition with the autopilot on, reduce thrust rapidly to idle on one
engine.

Note the yaw and resultant roll. Note the autopilot’s attempt to control roll and the decaying condition with
airspeed reducing. Note the forces and necessary inputs to recover after disconnecting autopilot.

5. Yaw motion and resultant roll due to asymmetric thrust without autopilot:
▪ From a stabilized condition, rapidly retard one engine to idle. Recover when reaching 30 deg
of bank.

Note the rapid onset of roll without autopilot input.

6. Approach to stall recovery using only pitch control:

▪ Reduce thrust from a stabilized condition and maintain altitude until stick shaker or airplane
buffet is noted. Recover to previous stabilized airspeed using pitch control only.

Although not a recommended technique for recovery, the student will note the importance of controlling the
angle of attack in order to recover. Note recovery pitch attitude and altitude loss.

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HIGH ALTITUDE HANDLING

OBJECTIVES:
▪ Reinforce understanding of applicable high-altitude characteristics.
▪ Assess how to determine cruise altitude capability.
▪ Reinforce acceptable climb techniques and acknowledge the risks associated with various
climb scenarios and in particular vertical speed.
▪ Recognize cues of an approach to stall and indications observable prior to that point.
▪ Discuss automation factors such as mode protections, hazards of split automation (where
either autopilot or autothrottle is disconnected) and inappropriate modes.
▪ Address intuitive and incorrect reactions to stall warning indications.
▪ Develop procedures that are widely accepted to recover from impending high altitude stall
conditions with and without auto-flight systems

- The crew begins this lesson in cruise flight with an airplane at an altitude of FL350 or in a near
maximum altitude situation.
- The airplane weight should be at or near the maximum (max LDG WT) for that altitude based
upon company or manufacturer’s procedures.
- The crew should discuss performance capability and reference applicable resources to
determine what the maximum altitude is for the weight and environmental conditions. These
references could include cruise charts, FMS optimum and FMS maximum altitudes with various
mode protections (lateral and vertical) available. Buffet margins should be referenced and
discussed based on the altitude.
- Alternative climbing modes (VS) and their associated hazards should be understood. Common
errors include complacency with climb and cruise procedures as well as a lack of knowledge
with cruise charts.

INITIAL CONDITIONS:
INIT FL350
IOS»POSITION SET»FL 350 or ABOVE
IOS»AIRPLANE SET» Gross weight: MLW
IOS»ENVIRONMENT SET»

Weight: MLW
Flight Law: Normal Law
Speed: Green Dot
Config: Clean
Weather: As desired
NIGHT Scene
QNH: STANDARD
Winds: As desired
OAT»ISA or as initially required for scenario

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1.Roll rate with full aileron/spoiler input:
▪ Student should roll to 30 deg of bank, neutralize the controls at 30 deg, then rapidly roll in the
opposite direction to 30 deg of bank, neutralize the controls at 30 deg, and then return to level
flight.
▪ Maintain approximately level flight and constant airspeed. During the training exercise, the
student will practice using full rates of aileron authority.

Reduced angle due to decreased buffet margin at high altitude Do not let the student do rapid cyclic reversals
of the controls.

2. Roll rate with rudder input:

▪ Student should roll using only rudder to 15 deg of bank, neutralize the controls at 15 deg, then
rapidly roll in the opposite direction to 15 deg of bank, neutralize the controls at 15 deg, and
then return to level flight.
▪ Maintain approximately level flight and constant airspeed.

Experience control response at high altitude, combination of high TAS and low aerodynamic damping.
➢ Airplane upsets have occurred when the pilot has made incorrect adjustments. This can happen when the
pilot is not familiar with the airplane response to power adjustments or control inputs. Pilots are very well
experienced in low altitude environment, but usually only observe the autoflight systems handle the
airplane at high altitude. For this reason, they tend to make larger than necessary control inputs (inputs
which would be appropriate at low altitude will most likely be too large at high altitudes). (AUPRTA REV 03)
➢ Whenever in-flight maneuvers result in rotation of an aircraft about or near its center of gravity, a restoring
moment is created by the changed relative airflow. This restoring moment opposes the control demands,
and it arrests maneuvers as and when the control demands cease. The effectiveness of the restoring
moment (known as aerodynamic damping) is dependent on the dynamic pressure (i.e., indicated air
speed). As altitude increases, true air speed increases for the given equivalent air speed, resulting in
decreased aerodynamic forces. Thus, at higher altitudes the pilot must apply greater opposite control
movements to arrest rotation.
Reference: http://aviation_dictionary.enacademic.com/156/aerodynamic_damping

Do not allow the student to reverse the rudder inputs in a cyclic manner.

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3. Mach-high-speed/low speed BUFFET (Airbus – Alternate law):
IOS›› SIMULATION CONTROL›› UPRT›› ALTERNATE LAW
ON- TRK-FPA, ATHR
OFF- A/P, FD
▪ Accelerate to Mach-buffet, feel the difference to stall buffet.
▪ To achieve Mach buffet, apply TOGA thrust and initiate a descent from FL380 with a sink rate
of about 2000 fpm.
▪ To achieve stall buffet, pitch up (LOADING), decrease speed below Vsw.

Teach the pilot to correctly identify the Mach-buffet vs. the stall-buffet, and how to apply the corresponding
recovery techniques. Highlight that loading the airplane in a high-speed buffet will aggravate the condition.
➢ Stall buffet (Low speed buffet) – “Elephant on the wings” (AOA issue)
➢ Mach buffet (High speed buffet) – “High-speed Drill” (Speed/Mach issue)

Mach Buffet: Mach buffet occurs as a result of supersonic airflow on the wing. Stall buffet occurs at angles of
attack that produce airflow disturbances (burbling) over the upper surface of the wing, which decreases AOA
lift. As density altitude increases, the AOA that is required to produce an airflow disturbance over the top of the
wing is reduced until a density altitude is reached where Mach buffet and stall buffet converge (described in
subparagraph 3-2b (4) as coffin corner). When this phenomenon is encountered, serious consequences may
result, causing loss of control of the aircraft. (FAA AC 61-107b)

Mach Buffet Limits: Increasing either gross weight or load factor (G factor) will increase the low-speed buffet
and decrease Mach buffet speeds. A typical turbojet airplane flying at 51,000 ft. MSL altitude at 1.0 G may
encounter Mach buffet slightly above the airplane’s MMO (0.82 Mach) and low-speed buffet at 0.60 Mach.
However, only 1.4 G (an increase of only 0.4 G) may bring on buffet at the optimum speed of 0.73 Mach and
any change in airspeed, bank angle, or gust loading may reduce this straight and level flight 1.4 G protection
to no protection. Consequently, a maximum cruising flight altitude must be selected that will allow sufficient
buffet margin for the maneuvering necessary and for gust conditions likely to be encountered. Therefore, it is
important for pilots to be familiar with the use of charts showing cruise maneuvering and buffet limits. Flight
crews operating airplanes at high speeds must be adequately trained to operate them safely. This training
cannot be complete until pilots are thoroughly educated in the critical aspect of aerodynamic factors pertinent
to Mach flight at high altitudes. (FAA AC 61-107b)

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AOA AWARENESS - LOW ALTITUDE (10,000 FT.)
AIM: 1. Pitch capabilities - Pitch response to pitch controller input.
2. Explore AOA and the VN diagram by loading and unloading exercises.

INIT 10000 FT
IOS»POSITION SET»10000 FT
IOS»SIMULATION CONTROL>>UPRT>> SCENARIO CONTROL>>Alternate Law
SCENARIO CONTROL:
1. MANOEUVRES (RECOVERY TRAINING)
2. SCENARIOS (PREVENTION TRAINING)

Pitch response to pitch controller input (elevator)

▪ Experience the pitch response for a given elevator deflection at Green Dot Speed, 250kts.
▪ Explore pitch rate performance at forward and aft CG. (Move CG position)

VS depends on G-load; VS / Stall is independent from bank angle

▪ Min. clean speed (GREEN DOT), wings level, then 45º bank, load and unload the aircraft by
elevator-inputs; “Play with Stall Speed”.

- Stall-recovery–Memory Items shall not be executed! Focus on increase and decrease of V/S with varying G-
Loads.
- Stall warning, buffet or Stick shaker shall always be respected.
- Increase G-Load until only until stall warning/buffet then reduce G-Load.
- Highlight that g-load/stall is always elevator-induced.
- Separate G-Load from Bank-Angle!
- Point-out that the G-load and not the Bank-Angle increases V/S. Provide g-feedback from IOS.

VS / Stall is independent from attitude

▪ Establish 45º bank turn; reduce thrust to idle; pitch down to -10º.
▪ Load and unload the aircraft by elevator-inputs; “Play with Stall Speed”.
▪ Pull strong enough to trigger stall warning/buffet.

- See above. Experience increase and decrease of VS when varying G-Loads below the horizon.
- Focus on understanding that AOA (risk of stall) is independent from attitude and airspeed.
- Separate “stall” from attitude!
- Note that loading and unloading changes V/S - also in a nose below-horizon attitude.
- Recognize the risk of an accelerated stall when loading/pulling during recovery.
- Provide g-feedback from IOS.

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DEMO – JET UPSET PARAMETERS

OBJECTIVES:
▪ To familiarize the pilot-in-training with the picture of an upset situation.
▪ To practice in recognizing an upset and applying the correct maneuver to return to normal
flight regime, helps to incorporate proper control inputs, including primary and secondary
controls and thrust, as well as integrate the procedural steps for upset recovery (e.g.,
recognizing and confirming the situation, disengaging the autopilot and autothrottle, etc.)

Nose Low/High Characteristics:

INIT 10000 FT
IOS»POSITION SET»10000 FT
IOS»SIMULATION CONTROL>>UPRT>>SCENARIO CONTROL>>Alternate Law
SCENARIO CONTROL:
1. MANOEUVRES (RECOVERY TRAINING)
2. SCENARIOS (PREVENTION TRAINING)

In this exercise the student will fly the airplane beyond the defined upset parameters;

▪ Pitch attitude greater than 25 deg, nose up.

▪ Pitch attitude greater than 10 deg, nose down.
▪ Bank angle greater than 45 deg). (For L3 Simulator)

The instructor may use the Recovery Training Preset proceed immediately with UPSET RECOVERY TRAINING
after each DEMO of upset parameters.

▪ Accelerate to within 25 kts of Vmo while maintaining altitude above 5000 ft.
▪ Repeat the above conditions as necessary and within high-speed maneuvering limitations.
▪ Note the differences that exist at the high-speed condition.
▪ The instructor should identify common pilot in-training errors during this preparation.

Examples of these errors include the following:

- Initiating the roll in the wrong direction.

- Applying elevator backpressure when over 90 deg of bank.
- Failure to use up to full control inputs when required.
- Failure to use established operator techniques or procedures.

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UPSET RECOVERY TRAINING - Unusual Attitudes

OBJECTIVE:
▪ Develop skills for recovery from a nose-high airplane upset.

1.Recovery — Use of Nose down Elevator:

INIT 10000 FT
IOS»POSITION SET»10000 FT
IOS»SIMULATION CONTROL>>UPRT>>SCENARIO CONTROL>> DIRECT LAW
SCENARIO CONTROL:
1. MANOEUVRES (RECOVERY TRAINING)
2. SCENARIOS (PREVENTION TRAINING)

Instructions for the Instructor Pilot

▪ Establish initial conditions. Briefly point out or discuss the pitch-angle scale for various pitch
attitudes.
▪ Have the pilot-in-training note the pitch attitude for the initial conditions.

Initiate the exercise by the following means:

a. Manual maneuvering to the demonstration parameters.

▪ Add full power and slowly pitch up wings level to slightly greater than 40 deg nose up.
▪ The instructor should add nose up trim as much as possible during the pitch up so that
the airplane will want to pitch up further upon the exchange of control to the pilot-in-
training.
▪ Slightly reduce power just prior to exchange of control.
b. Automated simulator presets.

Transfer airplane control to the pilot-in-training

▪ As the airplane pitch attitude passes approximately 40 deg;

▪ instruct the pilot-in-training to initiate recovery by simulating disengaging the autopilot
and autothrottle and;
▪ countering pitch: by use of up to full nose down elevator and, if required, by using
stabilizer trim to relieve elevator control pressure.
▪ A steady nosed own pitch rate should be achieved and it should be noted that the
airplane would be near zero g and the associated characteristics of such.
▪ The pilot-in-training completes the recovery when approaching the horizon by
checking airspeed, adjusting thrust, and establishing the appropriate pitch attitude and
stabilizer trim setting for level flight.

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2.Recovery — Use of Bank Angle:

Instructions for the Instructor Pilot:

▪ Establish initial conditions.

Initiate the exercise by the following means:

a. Manual maneuvering to the demonstration parameters.
▪ Add full power and slowly pitch up wings level to slightly greater than 40 deg nose up.
▪ The instructor should add nose up trim as much as possible during the pitch up so that
the airplane will want to pitch up further upon the exchange of control to the pilot-in-
training.
▪ Slightly reduce power just prior to exchange of control.
b. Automated simulator presets.

▪ Slowly release the control column.

▪ Have the pilot-in-training roll the airplane until a nose down pitch rate is achieved.
Some forward column pressure may be required.
▪ 30 to 60 deg roll should be sufficient to establish a nose down pitch rate.
▪ Avoid bank angles in excess of 60 deg.

3.Recovery — Thrust Reduction (Underwing-Mounted Engines)

Instructions for the Instructor Pilot:

▪ Establish initial conditions.

Initiate the exercise by the following means:

c. Manual maneuvering to the demonstration parameters.
▪ Add full power and slowly pitch up wings level to slightly greater than 40 deg nose up.
▪ The instructor should add nose up trim as much as possible during the pitch up so that
the airplane will want to pitch up further upon the exchange of control to the pilot-in-
training.
▪ Slightly reduce power just prior to exchange of control.
d. Automated simulator presets.

▪ Slowly release the control column.

Transfer airplane control to the pilot-in-training

▪ Instruct the pilot-in-training to initiate recovery by reducing thrust to approximately

midrange until a detectable nose down pitch rate is achieved.
▪ The pilot-in-training completes the recovery when approaching the horizon by
checking airspeed, adjusting thrust, and establishing the appropriate pitch attitude and
stabilizer trim setting for level flight.

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NOSE - LOW

OBJECTIVE:
▪ Demonstrate low-speed and high-speed accelerated stalls and develop skills for recovery from
a nose-low airplane upset.

4.Recovery — Nose Low Recovery

Instructions for the Instructor Pilot:

▪ Begin the exercise while in level un-accelerated flight at flaps up maneuver speed.
▪ Have the pilot-in-training pull up gently to 20 deg nose up and then start to slowly roll the
aircraft while allowing the nose to drop.
▪ Have the pilot-in-training observe the nose drop and airspeed increase and the outside view
change to mostly ground with just a 10- to 20-deg nose-low altitude.
▪ Shoot for approximately 20 deg nose low and 60 to 70 deg of bank before initiating recovery.
▪ Instruct the pilot-in-training to recover by recognizing and confirming the situation;
▪ verifying that the autopilot and autothrottle are disengaged;
▪ rolling to approaching wings level, then applying nose-up elevator;
▪ applying stabilizer trim, if necessary;
▪ and adjusting thrust and drag as necessary.

Nose low: Speed: Green dot + 10 kt. Begin by smoothly banking up to 70°. Passing 30° of bank, pitch progressively
down to - 15°. Ask the trainee to recognize the situation and apply the recovery technique. PM should provide a
trim info to the PF.

5. Accelerated Stall Demonstration

Instructions for the Instructor Pilot

▪ Establish initial conditions.

Initiate the exercise by the following means:

▪ The instructor should apply nose up elevator and some small amount of nose up stabilizer trim
to slowly achieve approximately a 20-deg nose up pitch.
▪ Do not change the entry thrust.
▪ Upon reaching approximately a 20-deg nose up pitch, roll the airplane to approximately 90
deg of bank and allow the nose to fall.
▪ Tell pilot-in-training to maintain this bank for the first accelerated stall recovery.
▪ Have the pilot-in-training note the reduced ability to visually detect the horizon once below 10
deg, nose low.

Transfer airplane control to the pilot-in-training.

▪ When slightly nose low and at minimal airspeed, have the pilot-in-training apply sufficient
backpressure until achieving stick shaker.
▪ Note the airspeed then unload to eliminate stick shaker.

Emphasis should be that recovery should then be conducted but for demonstration purposes (to show both high-
and low-speed accelerated stalls) the bank will be maintained and airspeed allowed to increase. At a high airspeed,
once again have the student apply sufficient backpressure until achieving stick shaker. Note the airspeed, then
unload and initiate recovery.

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 ▪ Recovery is accomplished by recognizing and confirming the situation and verifying that the
autopilot and autothrottle are disengaged.
▪ The pilot-in-training rolls to approaching wings level and then recovers to level flight by
applying nose up elevator and nose up stabilizer trim, if necessary, and adjusting thrust and
drag as necessary.

Spiral dive: Explain that spiral dive is a result of pulling before rolling. Because the lift vector is pointing
sideways, pulling before rolling is ineffective to get the nose up. Roll first, then pull; avoid the “rolling-pull”.

BOUNCED LANDING

AIM:
To apply the appropriate technique in case of high bounce at landing, as described in the FCTM. Part
of FAA 14 CFR 121.123 requirements (Extended Envelope Training).

Instructor position: In-seat instruction.

IOS»SIMULATION CONTROL>>UPRT>>Normal Law

During a landing without malfunctions, the instructor announces “BOUNCE” at main landing gear touch down so
for the crew to apply the technique related to high bounce at touch down. Even if surprise can be part of the
training, the instructor must clearly explain, before the training session, the expected reaction from the flight crew
when the instructor announces “BOUNCE”. This is in order to avoid misunderstanding and negative learning.

▪ Instructor will perform the landing in such a manner that will induce bounce in actual flight
(e.g. high sink rate at touch and then increasing pitch after touchdown)

Additional Notes: A320/A321 FCTM PR-NP-SOP-LANDING (Tail Strike Avoidance)

▪ In case of light bounce, maintain the pitch attitude and complete the landing, while keeping
thrust at idle. Do not allow the pitch attitude to increase, particularly following a firm touch
down with a high pitch rate.
▪ In case of high bounce, maintain the pitch attitude and initiate a go-around. Do not try to avoid
a second touchdown during the go-around. Should it happen, it would be soft enough to
prevent damage to the aircraft, if pitch attitude is maintained.
▪ Only when safely established in the go-around, retract flaps one step and the landing gear. A
landing should not be attempted immediately after high bounce, as thrust may be required to
soften the second touchdown and the remaining runway length may be insufficient to stop the
aircraft.

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NOSE HIGH – LOW ENERGY RECOVERY

OBJECTIVE:
▪ The pilots are exposed to a nose-high, low-energy situation. It allows the pilot-in-training to
experience a challenging airplane upset recovery.

INITIAL CONDITIONS:
INIT 1000 FT OR TAKEOFF
IOS»AIRPLANE SET» Gross weight: MLW
IOS»ENVIRONMENT SET»
IOS»SIMULATION SET»FREEZE/RESET» Position Freeze/Altitude Freeze

Weight: MLW
Flight Law: Normal Law
Speed: V2 + 10 SRS
Config: Clean
Weather: As desired
NIGHT Scene
QNH: As desired
Winds: As desired
OAT»ISA or as initially required for scenario

▪ A normal takeoff is made.

▪ During the second segment climb with the autopilot and autothrust engaged at 1000 ft above
ground level, thrust is reduced to idle on one engine (the outboard engine for airplanes with
more than two engines).
▪ The intent is to create a nose-high, significant yaw and roll condition with decreasing airspeed.
▪ Consider putting an AP fail malfunction immediately.
▪ The instructor should be the one who reduces the throttle and informs the crew to wait to react
to the condition.
▪ When the bank angle is approximately 45 deg, the instructor pilot informs the pilot-in-training
to recover by using appropriate recovery techniques.
▪ After recovery, normal thrust is restored.

This exercise may be used for initial training modified for the airplane model. It is a good example for a recurrent
training scenario. The instructor pilot is not required to occupy a pilot position. No additional training time is
required, since a normal takeoff and departure is continued. The focus of this exercise is on the entry and recovery
from an airplane upset, not on the engine thrust reduction. Malfunction analysis or non-normal procedure
accomplishment should not be done.

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