UPRT (Upset Prevention Recovery Training): Icing Conditions

I would like to share one of my experience during my UPRT training in Madrid. The training is a combination of theoretical knowledge and practical flying training with the aim of providing the flight crew with the required competencies to both prevent and to recover from situations in which an aircraft unintentionally exceeds normal flight parameters.

EASA distinguishes 3 different levels of UPRT: Basic UPRT, Advanced UPRT course and class or type-related UPRT. All three of these variations are integrated into existing pilot training. Class or type-related UPRT during class or type-rating training is included on type-rating courses and addresses the specific requirements of the relevant class or type of aeroplane. This specialized type of training is integrated into training courses for single-pilot, high performance complex aeroplanes, training courses for multi-pilot aeroplanes as well as bridging courses for extending privileges on a single-pilot aeroplane to multi-pilot operations. The key areas of focus of this specific type of training are: an enhanced knowledge of the factors leading to an upset condition, spatial orientation, unusual attitude recovery and spin recognition and recovery.

One of the most critical condition on ATR is the bad weather, especially during abnormal and emergency procedures. Icing conditions are a kind of enhancer for bad situations, basically like opening a parallel abnormal situation in an another emergency situation.

When we climb through bad weather we can encounter Icing Condition and we usually apply the right procedure for Icing, adding the Level 3 (De-Icing) e still trying to climb. Then probably we will have some alert on FMA due to APM (Aircraft Perfomance Indicator) which let us understand that the situation is going very bad suddenly. So we execute the Severe icing Checklist which is a Memo Items and then the rest of the checklist.

Now we see our speed  decreasing suddenly in the speed tape our PFD (Primary Flight Display) and very soon we are goint to think that we are stalling.

First basic istinct is to try to recover disenganging the Autopilot and pushing the column down applying  the memo items for stall recovery setting the flap 15, etc.

We still read the speed barely above the V min OPS, pushing the aircraft down, we are probably to 20 degrees or more pitch down and we hear more sounds in the cockpit as CRC (Continuos Repetetive Chime) and other alerts.

The pilot flying is completely focused to recover the aircraft (or thinking to do that), but the pilot monitor could put his attention about the fact that is impossible to have more than 20 dregrees down without speed increasing. If the STBY pitot still works (if we are lucky), we can see on IESI the real speed of the aircraft understanding we have pitot tubes frozen.

Anyway, what UPRT training teaches is to make crosscheck of all information available in order to avoid what happened to the Air France Airbus Flight 447 over Atlantic Ocean.

If we have a high pitch down our expectation is to increase the speed and we have to monitor all the speed indicators we have (I would say not last the GPS Ground Speed on MFD (Multifuncion Display with Navigation Display). It's almost impossible to have an high stable picth down asset without speed increasing.

Basically the 80 % of pilots on sims lead on an incredible CFIT (Controlled Flight into Terrain), overspeeding the aircraft configuration (considering we are in IMC with no visibility and a lot of vibration). Technically, during Icing condition procedures, if we recognise an Upset situation led by a possible freezing of pitot tubes, we have to apply the memo items of Unreliable Speed Indication, and thinking at same time about escape the Icing Conditions. During a climb sometime it's better to stop the climb and request radar vectors and, if necessary, descending at least 2000 ft down according to the radar minima. Then to make the decision if come back or find a way to continue out of bad weather.

CAE Madrid

LVO sim session

CAE Madrid - Upset prevention and recovery training

CAE is a worldwide leader in training for the civil aviation and the training partner of aviation professionals, airlines, large fleet operators, and aircraft manufacturers the world over. With 50+ training locations across the globe, CAE has the largest civil aviation network in the world. 

CAE Training Center in Amdrid at Intl Airport of Barajas is the biggest in Europe with Amsterdarm. During my type rating we received a specific course on UPRT with instructors of Iberia.

Why this training after so much flight experience? 

Let's say the new pilots' generation with very modern aircrafts not always has that basic skills flying directly very advanced aircrafts. Many accidents led in this mandatory training, but one in particular, the flight Air France 447 in 2009 (https://en.wikipedia.org/wiki/Air_France_Flight_447). 

UPRT stands for aeroplane ‘upset prevention and recovery training’ and constitutes a combination of theoretical knowledge and flying training with the aim of providing flight crew with the required competencies to both prevent and to recover from situations in which an aeroplane unintentionally exceeds the parameters for line operation or training (aeroplane upsets).

For ATR UPRT policy is fully aligned with the new revision 3 of the Airplane Upset Prevention and Recovery.

Training Aid Revision 3 available on ICAO website.

The AUPRTA Revision 3 is available on ICAO website with the following links:

• For computers: http://www.icao.int/safety/loci/AUPRTA/index.html

• For tablets and smartphones: http://www.icao.int/safety/loci/AUPRTATablet/index.html

KEY POINTS HIGHLIGHTED THROUGHOUT THE TRAINING AID:

• A pilot who is aware of the energy and flight path is less likely to be startled and therefore, more likely to deal with the situation with controlled inputs versus reactive responses.
• Control inputs appropriate at one point in the flight envelope might not be appropriate in another part of the flight envelope.
• Pilots must have a fundamental understanding of flight dynamics in order to correctly determine the control input(s) necessary.
• Exceed the critical angle of attack and the surface will stall, and lift will decrease instead of increase. This is true regardless of airplane speed or attitude or wing shape.
• Anytime, asymmetry exists due to power effects sufficient coordinated rudder and lateral inputs will be required to maintain the desired flight path.
• In a one-engine inoperative condition, airplane controllability and climb performance capability are based on the assumption the propeller of the failed engine is feathered and the airspeed is maintained at or above the minimum airspeeds defined in the AFM.
• At any speed, large aggressive control deflection reversals can lead to loads that can exceed structural design limits.
• Pilots must be or become situationally aware before they are able to take appropriate actions.
• Troubleshooting the cause of the upset is secondary to initiating the recovery. However, the pilot still must recognize and confirm the situation before a recovery can be initiated. Regaining and then maintaining control of the airplane is paramount.
• Altitude cannot be maintained and should be of secondary importance.
• Training related to upset and/or stalls should emphasize awareness and avoidance.
• Situationally aware flight crews are those who actively monitor their flight.
• As such, they are able to assess the energy, arrest any flight path divergence and recover to a stabilized flight path before an extreme upset ever occurs.
• The recovery techniques assume the airplane is not stalled.
• If the airplane is stalled, it is necessary to first recover from the stalled condition before initiating upset recovery techniques.
• Follow your OEM procedure for stall recovery.
• Only a small amount of rudder input is needed. Too much rudder applied too quickly or held too long may result in loss of lateral and directional control and cause structural damage
• This is not to develop skills in maneuvering with rudder. Rather it is intended to highlight airplane reaction to rudder input, and the risk of over control or untimely rudder input (deflection when not needed).