GM15 Annex I Definitions

CAA ORS9 Decision No. 1

UPSET PREVENTION AND RECOVERY TRAINING (UPRT) DEFINITIONS

‘Aeroplane upset prevention and recovery training (UPRT)’ refers to training consisting of:

— aeroplane upset prevention training: a combination of theoretical knowledge and flying training with the aim of providing flight crew with the required competencies to prevent aeroplane upsets; and

— aeroplane upset recovery training: a combination of theoretical knowledge and flying training with the aim of providing flight crew with the required competencies to recover from aeroplane upsets.

‘Aeroplane upset’ refers to an undesired aircraft state characterised by unintentional divergences from parameters normally experienced during operations. An aeroplane upset may involve pitch and/or bank angle divergences as well as inappropriate airspeeds for the conditions.

‘Angle of attack (AOA)’ means the angle between the oncoming air, or relative wind, and a defined reference line on the aeroplane or wing.

‘Approach-to-stall’ means flight conditions bordered by the stall warning and stall.

‘Competency’ means a combination of skills, knowledge, and attitudes required to perform a task to the prescribed standard.

‘Developed upset’ means a condition meeting the definition of an aeroplane upset.

‘Developing upset’ means any time the aeroplane begins to unintentionally diverge from the intended flight path or airspeed.

‘Energy state’ means how much of each kind of energy (kinetic, potential or chemical) the aeroplane has available at any given time.

‘Error’ means an action or inaction by the flight crew that leads to deviations from organisational or flight crew intentions or expectations.

‘Error management’ means the process of detecting and responding to errors with countermeasures that reduce or eliminate the consequences of errors, and mitigate the probability of further errors or undesired aircraft states.

‘First indication of a stall’ means the initial aural, tactile or visual sign of an impending stall, which can be either naturally or synthetically induced.

‘Flight crew resilience’ means the ability of a flight crew member to recognise, absorb and adapt to disruptions.

‘Fidelity level’ means the level of realism assigned to each of the defined FSTD features.

‘Flight path’ means the trajectory or path of the aeroplane travelling through the air over a given space of time.

‘Flight path management’ means active manipulation, using either the aeroplanes automation or manual handling, to command the aeroplane flight controls to direct the aeroplane along a desired trajectory.

‘FSTD Training Envelope’ refers to the high and moderate confidence regions of the FSTD validation envelope.

‘Load factor’ factor means the ratio of a specified load to the weight of the aeroplane, the former being expressed in terms of aerodynamic forces, propulsive forces, or ground reactions.

‘Loss of control in flight (LOCI)’ means a categorisation of an accident or incident resulting from a deviation from the intended flight path.

‘Manoeuvre-based training’ means training that focuses on a single event or manoeuvre in isolation.

‘Negative training’ means training which unintentionally introduces incorrect information or invalid concepts, which could actually decrease rather than increase safety.

‘Negative transfer of training’ means the application (and ‘transfer’) of what was learned in a training environment (i.e., a classroom, an FSTD) to normal practice, i.e. it describes the degree to which what was learned in training is applied to actual normal practices. In this context, negative transfer of training refers to the inappropriate generalisation of knowledge and skill to a situation or setting in normal practice that does not equal the training situation or setting.

‘Post-stall regime’ means flight conditions at an angle of attack greater than the critical angle of attack.

‘Scenario-based training’ means training that incorporates manoeuvres into real-world experiences to cultivate practical flying skills in an operational environment.

‘Stall’ means a loss of lift caused by exceeding the aeroplane’s critical angle of attack.

Note: A stalled condition can exist at any attitude and airspeed, and may be recognised by continuous stall warning activation accompanied by at least one of the following:

‘Stall Event’ means an occurrence whereby the aeroplane experiences conditions associated with an approach-to-stall or a stall.

(a) buffeting, which could be heavy at times;

(b) lack of pitch authority and/or roll control; and

‘Stall (event) recovery procedure’ means the manufacturer-approved aeroplane-specific stall recovery procedure. If an OEM-approved recovery procedure does not exist, the aeroplane-specific stall recovery procedure developed by the operator, based on the stall recovery template contained in GM5 ORO.FC.220&230, may be used.

‘Stall warning’ means a natural or synthetic indication provided when approaching a stall that may include one or more of the following indications:

(a) aerodynamic buffeting (some aeroplanes will buffet more than others);

(b) reduced roll stability and aileron effectiveness;

(d) reduced elevator (pitch) authority;

(e) inability to maintain altitude or arrest rate of descent; and

(f) stick shaker activation (if installed).

Note: A stall warning indicates an immediate need to reduce the angle of attack.

‘Startle’ means the initial short-term, involuntary physiological and cognitive reactions to an unexpected event that commence the normal human stress response.

‘Stick pusher’ means a device that, automatically applies a nose down movement and pitch force to an aeroplane’s control columns, to attempt to decrease the aeroplane’s angle of attack. Device activation may occur before or after aerodynamic stall, depending on the aeroplane type.

Note: A stick pusher is not installed on all aeroplane types.

‘Stick shaker’ means a device that automatically vibrates the control column to warn the pilot of an approaching stall.

Note: A stick shaker is not installed on all aeroplane types.

‘Stress (response)’ means the response to a threatening event that includes physiological, psychological and cognitive effects. These effects may range from positive to negative and can either enhance or degrade performance.

‘Surprise’ means the emotionally-based recognition of a difference in what was expected and what is actual.

‘Threat’ means events or errors that occur beyond the influence of the flight crew, increase operational complexity and must be managed to maintain the margin of safety.

‘Threat management’ means the process of detecting and responding to threats with countermeasures that reduce or eliminate the consequences of threats and mitigate the probability of errors or undesired aircraft states.

‘Train-to-proficiency’ means approved training designed to achieve end-state performance objectives, providing sufficient assurances that the trained individual is capable to consistently carry out specific tasks safely and effectively.

Note: In the context of this definition, ‘train-to-proficiency’ can be replaced by ‘training-to-proficiency’.

‘Undesired aircraft state’ means flight crew-induced aircraft position or speed deviation, misapplication of controls, or incorrect systems configuration, associated with a reduction in margins of safety.

Note: Undesired states can be managed effectively, restoring margins of safety, or flight crew response(s) can induce an additional error, incident, or accident.

Note: All countermeasures are necessary flight crew actions. However, some countermeasures to threats, errors and undesired aircraft states that flight crew employ, build upon ‘hard’/systemic- based resources provided by the aviation system.

‘Unsafe situation’ means a situation, which has led to an unacceptable reduction in safety margin.