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).