AMC1 ORO.FC.220&230 Operator conversion training and checking & recurrent training and checking

CAA ORS9 Decision No. 1

UPSET PREVENTION AND RECOVERY TRAINING (UPRT) FOR COMPLEX MOTOR-POWERED AEROPLANES WITH A MAXIMUM OPERATIONAL PASSENGER SEATING CONFIGURATION (MOPSC) OF MORE THAN 19

(a) Upset prevention training should:

(1) consist of ground training and flight training in an FSTD or an aeroplane;

(2) include upset prevention elements from Table 1 for the conversion training course; and

(3) include upset prevention elements in Table 1 for the recurrent training programme at least every 12 calendar months, such that all the elements are covered over a period not exceeding 3 years.

Table 1: Elements and respective components of upset prevention training

Elements and components		Ground training	FSTD/Aeroplane training
A.	Aerodynamics
1.	General aerodynamic characteristics	•
2.	Aeroplane certification and limitations	•
3.	Aerodynamics (high and low altitudes)	•	•
4.	Aeroplane performance (high and low altitudes)	•	•
5.	Angle of attack (AOA) and stall awareness	•	•
6.	Stick shaker or other stall-warning device activation (as applicable)	•	•
7.	Stick pusher (as applicable)	•	•
8.	Mach effects (if applicable to the aeroplane type)	•	•
9.	Aeroplane stability	•	•
10.	Control surface fundamentals	•	•
11.	Use of trims	•	•
12.	Icing and contamination effects	•	•
13.	Propeller slipstream (as applicable)	•	•
B.	Causes of and contributing factors to upsets
1.	Environmental	•
2.	Pilot-induced	•
3.	Mechanical (aeroplane systems)	•
C.	Safety review of accidents and incidents relating to aeroplane upsets
1.	Safety review of accidents and incidents relating to aeroplane upsets	•
D.	g-load awareness and management
1.	Positive/negative/increasing/decreasing g-loads	•	•
2.	Lateral g awareness (sideslip)	•	•
3.	g-load management	•	•
E.	Energy management
1.	Kinetic energy vs potential energy vs chemical energy (power)	•	•
F.	Flight path management
1.	Relationship between pitch, power and performance	•	•
2.	Performance and effects of differing power plants (if applicable)	•	•
3.	Manual and automation inputs for guidance and control	•	•
4.	Type-specific characteristics	•	•
5.	Management of go-arounds from various stages during the approach	•	•
6.	Automation management	•	•
7.	Proper use of rudder	•	•
G.	Recognition
1.	Type-specific examples of physiological, visual and instrument clues during developing and developed upsets	•	•
2.	Pitch/power/roll/yaw	•	•
3.	Effective scanning (effective monitoring)	•	•
4.	Type-specific stall protection systems and cues	•	•
5.	Criteria for identifying stalls and upsets	•	•
H.	System malfunction (including immediate handling and subsequent operationalconsiderations, as applicable)
1.	Flight control defects	•	•
2.	Engine failure (partial or full)	•	•
3.	Instrument failures	•	•
4.	Loss of reliable airspeed	•	•
5.	Automation failures	•	•
6.	Fly-by-wire protection degradations	•	•
7.	Stall protection system failures including icing alerting systems	•	•
I.	Manual handling skills (no autopilot, no autothrust/autothrottle and, where possible, without flight directors)
1.	Flight at different speeds, including slow flight, and altitudes within the full normal flight envelope		•
2.	Procedural instrument flying and manoeuvring including instrument departure and arrival		•
3.	Visual approach		•
4.	Go-arounds from various stages during the approach (refer to point (d) of GM1 to Appendix 9 to Part-FCL for further guidance on go-around training)	•	•
5.	Steep turns		•

(b) Upset recovery training should:

(1) consist of ground training and flight training in an FFS qualified for the training task;

(2) be completed from each seat in which a pilot’s duties require him/her to operate; and

(3) include the recovery exercises in Table 2 for the recurrent training programme, such that all the exercises are covered over a period not exceeding 3 years.

Table 2: Exercises for upset recovery training

Exercises		Ground training	FFS training
A.	Recovery from developed upsets
1.	Timely and appropriate intervention	•	•
2.	Recovery from stall events, in the following configurations; — take-off configuration, — clean configuration low altitude, — clean configuration near maximum operating altitude, and — landing configuration during the approach phase.	•	•
3.	Recovery from nose high at various bank angles	•	•
4.	Recovery from nose low at various bank angles	•	•
5.	Consolidated summary of aeroplane recovery techniques	•	•

(c) The operator should ensure that personnel providing FSTD UPRT are competent and current to deliver the training, and understand the capabilities and limitations of the device used.

(d) An FFS that is used for the training referred to in point (b)(1) should be qualified in accordance with the special evaluation requirements set out in CS-FSTD(A) (Issue 2 or later).