GM3 ORO.FC.220&230 Operator conversion training and checking & Recurrent training and checking    

CAA ORS9 Decision No. 1

UPSET RECOVERY TRAINING FOR COMPLEX MOTOR-POWERED AEROPLANES

The upset recovery training exercises should be manoeuvre-based, which enables flight crew to apply their handling skills and recovery strategy whilst leveraging CRM principles to return the aeroplane from an upset condition to a stabilised flight path.

The flight crew should understand the limitations of the FFS in replicating the physiological and psychological aspects of upset recovery exercises.

In order to avoid negative training and negative transfer of training, operators should ensure that the selected upset recovery exercises take into consideration the limitations of the FFS.

STALL EVENT RECOVERY TRAINING

It is of utmost importance that stall event recovery training takes into account the capabilities of the FFS used. To deliver stall event recovery training, the FFS should be qualified against the relevant UPRT elements of CS-FSTD(A) (Issue 2 or later). Stall event recovery training should include training up to the stall (approach-to-stall). Post-stall training may be delivered provided the device has been qualified against the relevant optional elements of CS-FSTD(A) (Issue 2or later) and the operator demonstrates that negative training or negative transfer of training is avoided. A ‘stall event’ is defined as an occurrence whereby the aeroplane experiences one or more conditions associated with an approach-to-stall or a stall.

Stall event recovery training should emphasise the requirement to reduce the angle of attack (AOA) whilst accepting the resulting altitude loss. High-altitude stall event training should be included so that flight crew appreciate the aeroplane control response, the significant altitude loss during the recovery, and the increased time required. The training should also emphasise the risk of triggering a secondary stall event during the recovery.

Recovery from a stall event should always be in accordance with the stall event recovery procedures of the OEMs. If an OEM-approved recovery procedure does not exist, operators should develop and train the aeroplane-specific stall recovery procedure based on the template in Table 1 below.

Refer to Revision 3 of the Airplane Upset Prevention and Recovery Training Aid (AUPRTA) for a detailed explanation and rationale on the stall event recovery template as recommended by the OEMs.

 

Table 1: Recommended Stall Event Recovery Template

Stall Event Recovery Template
Pilot Flying - Immediately do the following at first indication of a stall (aerodynamic buffeting, reduced roll stability and aileron effectiveness, visual or aural cues and warnings, reduced elevator (pitch) authority, inability to maintain altitude or arrest rate of descent, stick shaker activation (if installed).) – during any flight phases except at lift-off.
Pilot Flying (PF)		Pilot Monitoring (PM)
1	AUTOPILOT – DISCONNECT	MONITOR airspeed and attitude throughout the recovery and ANNOUNCE any continued divergence
	(A large out-of-trim condition could be encountered when the autopilot is disconnected.)
2	AUTOTHRUST/AUTOTHROTTLE – OFF
3	a) NOSE DOWN PITCH CONTROL apply until stall warning is eliminated
	b) NOSE DOWN PITCH TRIM (as needed) (Reduce the angle of attack (AOA) whilst accepting the resulting altitude loss.)
4	BANK – WINGS LEVEL
5	THRUST – ADJUST (as needed) (Thrust reduction for aeroplanes with underwing mounted engines may be needed)
6	SPEEDBRAKES/SPOILERS - RETRACT
7	When airspeed is sufficiently increasing - RECOVER to level flight (Avoid the secondary stall due premature recovery or excessive g-loading.)

 

NOSE HIGH AND NOSE LOW RECOVERY TRAINING

Nose-high and nose-low recovery training should be in accordance with the strategies recommended by the OEMs contained in the Tables 2 and 3 below. As the OEM procedures always take precedence over the recommendations, operators should consult their OEM on whether any approved type- specific recovery procedures are available prior to using the templates.

Refer to Revision 3 of the Airplane Upset Prevention and Recovery Training Aid (AUPRTA) for a detailed explanation and rationale on the nose high and nose low recovery strategies as recommended by the OEMs.

 

Table 2: Recommended Nose High Recovery Strategy Template

Nose HIGH Recovery Strategy
Either pilot - Recognise and confirm the developing situation by announcing: ‘Nose High’
Pilot Flying (PF)		Pilot Monitoring (PM)
1	AUTOPILOT – DISCONNECT	MONITOR airspeed and attitude throughout the recovery and ANNOUNCE any continued divergence
	(A large out-of-trim condition could be encountered when the autopilot is disconnected.)
2	AUTOTHRUST/AUTOTHROTTLE – OFF
3	APPLY as much nose-down control input as required to obtain a nose-down pitch rate
4	THRUST – ADJUST (if required) (Thrust reduction for aeroplanes with underwing mounted engines may be needed.)
5	ROLL – ADJUST (if required) (Avoid exceeding 60 degrees bank.)
6	When airspeed is sufficiently increasing - RECOVER to level flight (Avoid the secondary stall due premature recovery or excessive g-loading.)
NOTE: 1) Recovery to level flight may require use of pitch trim. 2) If necessary, consider reducing thrust in aeroplanes with underwing-mounted engines to aid in achieving nose-down pitch rate. 3) WARNING: Excessive use of pitch trim or rudder may aggravate the upset situation or may result in high structural loads.

 

Table 3: Recommended Nose Low Recovery Strategy Template

Nose LOW Recovery Strategy Template
Either pilot - Recognise and confirm the developing situation by announcing: ‘Nose Low’ (If the autopilot or autothrust/autothrottle is responding correctly, it may not be appropriate to decrease the level of automation while assessing if the divergence is being stopped.)
Pilot Flying (PF)		Pilot Monitoring (PM)
1	AUTOPILOT – DISCONNECT	MONITOR airspeed and attitude throughout the recovery and ANNOUNCE any continued divergence
	(A large out-of-trim condition could be encountered when the autopilot is disconnected.)
2	AUTOTHRUST/AUTOTHROTTLE – OFF
3	RECOVERY from stall if required
4	ROLL in the shortest direction to wings level. (It may be necessary to reduce the g-loading by applying forward control pressure to improve roll effectiveness)
5	THRUST and DRAG – ADJUST (if required)
6	RECOVER to level flight. (Avoid the secondary stall due premature recovery or excessive g-loading.)
NOTE: 1) Recovery to level flight may require use of pitch trim. 2) WARNING: Excessive use of pitch trim or rudder may aggravate the upset situation or may result in high structural loads.