Upset Prevention and

Recovery ground training INSTRUCTOR COURSE

INSTRUCTOR
PRACTICAL ADVICE

Aircraft upset recognition and recovery technique

 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
OBJECTIVES

The objectives of this module are:

 To review how to detect, recognize and confirm developing or developed upset conditions
in a timely manner, and

 To give some practical advice hove to arrest a flight path divergence and recover to a
stabilized flight path.

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
BASICS

 Pay attention to the setting of your seat position and adjust your armrest carefully

 Longitudinal control: G-load demand and automatic pitch trim provide longitudinal
stability

 Lateral control: Rate of roll demand, automatic turn coordination and Dutch roll
damping provide lateral stability

 You only need to perform minor corrections on the sidestick when the aircraft deviates
from its intended flight path

 When you sense an over control, you should release the sidestick

 Aggressive and opposite flight control inputs must not be applied. Such inputs can lead
to loads higher than the limit and can result in structural damage or failure.

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
BASICS
USE OF RUDDER

 The rudder should not be used:

 To induce roll
 To counter roll induced by any type of turbulence
 To complement the flight control laws for turn coordination and Dutch roll damping.

 Rudder is used only during:

 Crosswind operations (takeoff roll, flare, landing roll)
 Asymmetric thrust (yaw moments compensations)
 Loss of both yaw damper systems (A320/A330/A340 only)
 Rudder trim runaway
 Landing with abnormal landing gear position
 Lack of roll efficiency in the case of severe damage. Slide 4
 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
FLIGHT CONTROL LAW SUMMARIES

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
ABNORMAL ATTITUDE LAW

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
ANGLE OF ATTACK

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
STALL

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
STALL

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
STALL

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
Recommended maximum altitude

 The recommended maximum altitude is continuously updated in flight and based on the current gross weight and
outside air temperature.
 It provides the aircraft with a 0.3 g buffet margin, a minimum rate of climb 300ft/min at MAX CL thrust, and level
flight at MAX CRZ thrust.
 It is limited to the maximum operating altitude (Flight envelope)

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
Recommended maximum altitude

When flying at the maximum altitude, some margins are reaching their required minimum in terms of:

• Thrust
• Airspeed
• Buffet threshold
• Angle of attack, and
• Bank angle, or any other maneuvers.

Any environmental factors such as icing conditions or turbulence could rapidly lead to a slowdown, a
buffet onset, a stall condition and, subsequently, a high altitude upset. be monitored as the performances
will be impacted.

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 Upset Prevention and
Recovery ground training Aerodynamics
Power—Drag Curve kind Airspeed Stability

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 Upset Prevention and
Recovery ground training Aerodynamics
Power—Drag Curve kind Airspeed Stability

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 Upset Prevention and
Recovery ground training Aerodynamics
MAXIMUM DESIGN MANEUVERING SPEED (vA)

 Speed above which a single full deflection of any flight control surface should not be attempted
due to a risk of damage to the airplane structure.

 This limitation only applies in alternate or direct flight control laws.

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 Upset Prevention and
Recovery ground training Aerodynamics
MAXIMUM DESIGN MANEUVERING SPEED (vA)

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE

An overview of actions to recover from an upset would encompass the two following basic
activities:

1. Become situationally aware and analyze the situation.

(RECOGNITION)
2. Arrest the flight path divergence and recover to a stabilized flight path.
(RECOVERY)

These activities must be part of every recovery from an airplane upset.

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to become situationally aware and analyze the situation

 Active monitoring

 Effective scanning

 Startle factor

 Communication

 Situation analysis

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to become situationally aware and analyze the situation

ACTIVE MONITORING

 Both Pilot Flying (PF) and Pilot Monitoring (PM) engagements combat complacency through
active monitoring.

 Active monitoring allows you to intervene before an upset can occur.

 Active monitoring is the critical element to ensure awareness and avoidance of undesired
airplane states.

 It provides the strongest countermeasure against startle.

 An engaged crew is in the best position to cope with undesired airplane states.

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to become situationally aware and analyze the situation

ACTIVE MONITORING
In the context of undesired airplane states, active monitoring means keeping track of:

 The environment
 T he airplane's energy state, and
 The flight path.

This creates expectations about future airplane state to detect deviations in order to take
timely corrective actions.

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to become situationally aware and analyze the situation

ACTIVE MONITORING
Therefore, each pilot should:
 Know and understand the expected airplane state for the situation
 Communicate expectations
 Keep track of current airplane state
 Detect and communicate deviations from expectations
 Assess risk and decide on a response
 Update and communicate understanding
 Take timely corrective actions
Active monitoring is the responsibility of all crew members to ensure the airplane state is
understood and correct for the situation.

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to become situationally aware and analyze the situation

EFFECTIVE SCANNING

A review of airplane upsets shows that inattention or neglect of effective scanning can
result in undesired airplane state.
Proper instruments scan and crosscheck must be adequately trained and practiced.
Evidence shows that the Pilot Monitoring (PM) is often in a better position to recognize
adverse trends in airplane state or flight parameters than the Pilot Flying (PF).
Since it is difficult to stay focused on monitoring during low workload periods, it may be
beneficial for pilots to alternate this responsibility.

It is important to permanently scan, cross-check and interpret your flight instruments.

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to become situationally aware and analyze the situation

STARTLE FACTOR
Pilots are usually startled when a dynamic upset does occur. even if they are engaged
through actively monitoring. They will nevertheless be better situationally aware to adapt
to the situation.
An un-engaged pilot will need to regain situational awareness in order to identify the
situation.
Only an engaged - and therefore situationally aware - pilot or flight crew can effectively
recover from an upset.
Pilots must overcome the surprise and quickly shift into analysis of what the airplane is
doing and then, implement the proper recovery.
Pilots shall avoid reacting before analyzing what is happening or fixating on one indication
instead of diagnosing the situation.
Pilots continuously monitoring environment, energy state and flight path are less likely to
be startled and, therefore, more likely to deal with the situation with controlled inputs
versus reactive responses.

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to become situationally aware and analyze the situation

COMMUNICATION
Communication between flight crew members will assist in the recognition and possibly
prepare an early recovery.
At the first indication of a flight path divergence or an undesired airplane state. Both pilots
should announce what is being observed with no restraint.

Do not let the doubt settle:

Express verbally your observations.
They will be confirmed or invalidated at a secondary stage

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to become situationally aware and analyze the situation

SITUATION ANALYSIS
SITUATION ANALYSIS PROCESS

Assess the energy (energy state and energy rate of change)

Visual meteorological conditions may allow the use of references outside the airplane.
However, it can be difficult to see the horizon if the field of View is restricted due to
window geometry and overhead panel placement during both high and low pitch
attitudes. You may also have to assess the energy during darkness and when
instrument meteorological conditions exist.
Therefore, it is necessary to use:
 - The primary flight instruments, and
 - The performance data instruments.

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to become situationally aware and analyze the situation

SITUATION ANALYSIS / Assess the energy (energy state and energy rate of change)

The PFD is the primary reference for recovery.

Pitch / Bank

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to become situationally aware and analyze the situation

SITUATION ANALYSIS / Assess the energy (energy state and energy rate of change)
The main airplane performance data to be used are the indicated airspeed, the altitude,
the vertical speed and the thrust. Their trends need also to be analyzed.

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to become situationally aware and analyze the situation
SITUATION ANALYSIS
SITUATION ANALYSIS PROCESS
 Assess the energy (energy state and energy rate of change)
 Confirm the airplane attitude (pitch and bank angle)

Other attitude sources, such as standby instruments or

Pilot Monitoring instruments, must be cross-checked for
accuracy of interpretation and confirmation of the
situation: Pitch and bank angles.
 Communicate with other crew member(s) and say the intentions.

Recovery techniques presented later include the first action line:

"Recognize and confirm the developing situation".

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path divergence and recover to a stabilized flight path

There is an infinite number of situations that pilots can experience while flying an airplane.
The techniques that are presented in this section are applicable for most situations.

They assume the airplane is NOT STALLED.

When the airplane is stalled, it is necessary to first recover from the stalled condition before initiating
upset recovery techniques.

The first actions for recovering from an airplane upset must be effective and timely.
Aircraft can be saved in first 10s after upset.

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path divergence and recover to a stabilized flight path
FLIGHT CONTROL INPUTS:
 Yaw control
CAUTION

Regardless of the flight conditions, and whatever the speed,

the flight crew must not apply sudden, full or almost full, opposite rudder pedal inputs.
These inputs can induce loads that are above the defined limit loads and can result in structural damage or failure.
The rudder travel limitation is not designed to prevent structural damage or failure in the event of such rudder
system inputs, even at speeds lower than the design maneuvering speed.

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path divergence and recover to a stabilized flight path
FLIGHT CONTROL INPUTS:
 Pitch control

When needed, pilots may use the pitch trim sparingly. In the case of lack of a pitch authority,
incremental pitch trim inputs may improve elevator control effectiveness and reduce high pitch control
forces.

WARNING
Excessive use of pitch trim may result in high structural loads, may aggravate the upset situation or
may make the recovery of the upset more difficult.

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path divergence and recover to a stabilized flight path
STALL:
 Introduction
Follow the Airbus procedure for stall recovery which is a memory item.

A stalled condition can exist at any attitude and may be recognized by continuous stall warning activation
accompanied by one or more of the following:
 Loss of pitch authority
 Uncommanded roll
 Aerodynamic buffeting
 Inability to arrest a descent rate.
It is not appropriate to wait until several stall cues are experienced prior to initiating the recovery.

Buffet will likely precede an impending stall on swept wing airplanes and may even occur before the
activation of stall warning devices.
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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path divergence and recover to a stabilized flight path
STALL:
 The thrust
Although the thrust may supplement the recovery, it is not the primary control. The elevator is the
primary control to recover from a stalled condition.
If the engines are at idle, the engine acceleration could be very slow, thus extending the recovery, and,
at high altitudes, available thrust is reduced.
For airplanes with underwing mounted engines, increasing thrust may induce a pitch up moment and
reduce the effectiveness of nose down pitch control.
It may be necessary to limit or reduce thrust to the point where control of the pitch is achieved.

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path divergence and recover to a stabilized flight path
STALL:
 The airplane configuration
When slats, flaps or landing gear are already extended, it is important to maintain the airplane
configuration until the vertical flight path has been brought back under control.

It is routine to reduce the flaps setting on a standard go—around as a mean of reducing airplane drag.
During a stall event. the increase in angle of attack that occurs as the flaps retract may place the
airplane deeper into the stalled condition.

Landing gear retraction results in a drag increase as the landing gear doors open. In a critical recovery
situation, this drag increase would result in a further unanticipated loss of airspeed.

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path divergence and recover to a stabilized flight path
STALL:
 Initial flight path recovery

When stall indications have stopped, and when the airplane has recovered sufficient energy, the flight
crew can smoothly recover the initial flight path.

When altitude recovery is attempted prematurely, a secondary stall may occur. That's why, when in
clean configuration and below 20 000 ft, the flight crew must select FLAPS 1. This will increase the
margin above the critical angle of attack.

Note that the high lift devices extension is intended to ease

the Flight path recovery, not the Stall recovery.

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path divergence and recover to a stabilized flight path
STALL:
 Conclusion.

1. The only way to recover from a stall is to reduce the Angle of Attack.

2. Altitude cannot be maintained and should be of secondary importance.

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path divergence and recover to a stabilized flight path
UPSET RECOVERY TECHNIQUES :
 Two situations
Upset recovery techniques have been classified in only two situations:

 Nose high

 Nose low
in order to simplify the numerous previous techniques and ease the retention.
This provides the basis for relating the aerodynamic situation to its recovery technique.

• Nose high, wings vel

• Nose low, wings level
• High bank angles
• Nose high bank angles
• Nose low, high bank angles

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path divergence and recover to a stabilized flight path
UPSET RECOVERY TECHNIQUES :
 Fly-By-Wire airplanes

FBW airplanes have features that should minimize the possibility of an upset and assist the pilot in
recovery when necessary.

When FBW airplanes are in a degraded flight control mode, the aerodynamic principles are still
applicable.

Principles of recognition and recovery techniques still apply, independently of flight

control architecture.

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path divergence and recover to a stabilized flight path
UPSET RECOVERY TECHNIQUES :
 Auto Flight Systems

Autopilots (AP) and auto thrust (A/THR) are generally intended to be used when the airplane is within
its normal flight envelope.
If the AP and/or ATHR are responding correctly to a flight path and or energy divergence, it may not be
appropriate to decrease the level of automation.
Unfortunately, if the AP and ATHR are not responding correctly, they must be disconnected.

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path divergence and recover to a stabilized flight path

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. Once again, this means: -

 Assess the energy: Energy state and energy rate of change

 Confirm the airplane attitude: Pitch and bank angles

 Communicate with the other crew members and say the intentions.

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path divergence and recover to a stabilized flight path
NOSE HIGH ACTIONS

Nose High Actions

 Recognize and confirm the situation
 Takeover and disconnect AP and ATHR

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path divergence and recover to a stabilized flight path
NOSE HIGH ACTIONS
If the AP and ATHR responses enable to stop the flight path divergence,
the flight crew may keep the AP and ATHR engaged.

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path divergence and recover to a stabilized flight path
NOSE HIGH ACTIONS

Nose High Actions

 Recognize and confirm the situation
 Takeover and disconnect AP and ATHR
 Apply nose down pitch order

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path divergence and recover to a stabilized flight path
NOSE HIGH ACTIONS

The flight crew must apply as much nose down pitch order as required to obtain a nose down pitch rate.
In the case of lack of pitch down authority, the flight crew may use incremental inputs on the trim (nose down)
to improve the effectiveness of the elevator control.

Caution:
Excessive use of pitch trim may make the upset situation worse
or may result in high structural loads.

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path divergence and recover to a stabilized flight path
NOSE HIGH ACTIONS

Nose High Actions

 Recognize and confirm the situation
 Takeover and disconnect AP and ATHR
 Apply nose down pitch order
 Adjust the thrust

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path divergence and recover to a stabilized flight path
NOSE HIGH ACTIONS

Select up to maximum thrust available while ensuring adequate pitch control.

Increasing thrust may reduce the effectiveness of nose-down pitch control.
It may be necessary to limit or reduce thrust to the point where control of the pitch is
achieved.

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path divergence and recover to a stabilized flight path
NOSE HIGH ACTIONS

Nose High Actions

 Recognize and confirm the situation
 Takeover and disconnect AP and ATHR
 Apply nose down pitch order
 Adjust the thrust
 Adjust the roll not to exceed 60 degrees
 Recover the flight

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path divergence and recover to a stabilized flight path

Recover to level flight at a sufficient airspeed while avoiding a stall due to

premature recovery at low speed, or excessive g-loading at high speed.

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path divergence and recover to a stabilized flight path

NOSE HIGH ACTIONS

Nose High Actions

 Recognize and confirm the situation
 Takeover and disconnect AP and ATHR
 Apply nose down pitch order
 Adjust the thrust
 Adjust the roll not to exceed 60 degrees
 Recover the flight

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path divergence and recover to a stabilized flight path

NOSE LOW ACTIONS

Nose Low Actions

 Recognize and confirm the situation

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path
H divergence and recover to a stabilized flight path
HIG
N O SE
EA S
SA M
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. Once again, this means: -

 Assess the energy: Energy state and energy rate of change

 Confirm the airplane attitude: Pitch and bank angles

 Communicate with the other crew members and say the intentions.

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path divergence and recover to a stabilized flight path
NOSE LOW ACTIONS

Nose Low Actions

 Recognize and confirm the situation
 Takeover and disconnect AP and ATHR

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path divergence and recover to a stabilized flight path
NOSE HIGH ACTIONS
If the AP and ATHR responses enable to stop the flight path divergence,
the flight crew may keep the AP and ATHR engaged.

I GH
N O SE H
ME AS
SA

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path divergence and recover to a stabilized flight path
NOSE LOW ACTIONS

Nose Low Actions

 Recognize and confirm the situation
 Takeover and disconnect AP and ATHR
 Recover from stall if required

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path divergence and recover to a stabilized flight path
NOSE LOW ACTIONS

Even in a nose low situation, the aircraft may be stalled and it

would be necessary to recover from a stall first.

This counter-intuitive action is just a reminder as you

must always recover from stall first.

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path divergence and recover to a stabilized flight path
NOSE LOW ACTIONS

Nose Low Actions

 Recognize and confirm the situation
 Takeover and disconnect AP and ATHR
 Recover from stall if required
 Adjust the roll in the shortest direction to
wings level

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path divergence and recover to a stabilized flight path
NOSE LOW ACTIONS

In general, a nose low, high-angle-of-bank requires prompt action, because the

decreasing altitude is rapidly being exchanged for an increasing airspeed.

The bank angle indicator will

show you the shortest direction
to wings level. Here to the LHS.

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path divergence and recover to a stabilized flight path
NOSE LOW ACTIONS

Nose Low Actions

 Recognize and confirm the situation
 Takeover and disconnect AP and ATHR
 Recover from stall if required
 Adjust the roll in the shortest direction to
wings level
 Adjust the thrust and the drag

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path divergence and recover to a stabilized flight path
NOSE LOW ACTIONS

The flight crew should reduce the thrust and/or use the speed brakes to control the speed.

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path divergence and recover to a stabilized flight path
NOSE LOW ACTIONS

Nose Low Actions

 Recognize and confirm the situation
 Takeover and disconnect AP and ATHR
 Recover from stall if required
 Adjust the roll in the shortest direction to
wings level
 Adjust the thrust and the drag
 Recover the level flight

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path divergence and recover to a stabilized flight path

Recover to level flight at a sufficient airspeed while avoiding a stall due to

premature recovery at low speed, or excessive g-loading at high speed.

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
How to arrest the flight path divergence and recover to a stabilized flight path
NOSE LOW ACTIONS
SUMMARY OF NOSE LOW ACTIONS

Nose Low Actions

 Recognize and confirm the situation
 Takeover and disconnect AP and ATHR
 Recover from stall if required
 Adjust the roll in the shortest direction to
wings level
 Adjust the thrust and the drag
 Recover the level flight

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
END OF MODUL

 You are now able to detect, recognize and confirm developing or developed
upset conditions in a timely manner, and

 You know and understand how to successfully arrest a flight path divergence
and recover to a stabilized flight path.

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
EXTREME ATTITUDE

AIM
 To reinforce 3D mental picture in order to recognize and confirm developed upset
situations.
 This section is used by instructor on briefing or ground training for demonstration. To
avoid negative training, it is not recommended to use extreme attitude on simulator.

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
EXTREME ATTITUDE
LET'S REVIEW THE BASICS

RECOGNIZE AND CONFIRM THE DEVELOPING SITUATION:

(Situation analysis process)

 Assess the energy: Energy state and energy rate of change

 Confirm the aeroplane attitude: Pitch and bank angles
 Communicate with other crew member.

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
EXTREME ATTITUDE

NOSE HIGH ACTIONS NOSE LOW ACTIONS

Recognize and confirm the situation Recognize and confirm the situation
1. Takeover and disconnect AP and ATHR 1. Takeover and disconnect AP and ATHR
2. Apply nose down pitch order 2. Recover from stall if required
Note: Excessive use of pitch trim may make the upset situation Note: Excessive use of pitch trim may make the upset
worse or may result in high structural loads. situation worse or may result in high structural loads.
3. Adjust the thrust 3. Adjust the roll in the shortest direction to
4. Adjust the roll not to exceed 60 degrees wings level
5. Recover the level flight 4. Adjust the thrust and the drag
5. Recover the level flight

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
EXTREME ATTITUDE

• OBJECTIVES:

• To observe PFD’s displayed for 2 seconds (Altitude between FL100 and FL180)
• To recognize stall conditions, if any .
• To assess the aeroplane energy state and energy rate of change.
• To confirm the aeroplane attitude: Pitch and bank angles .
• To verbalize the situation.
• To determine actions to be performed for an effective recovery.

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
EXTREME ATTITUDE

CLICK WHEN READY...

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
EXTREME ATTITUDE

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 Upset Prevention and
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EXTREME ATTITUDE

 Any stall?
 Energy state and rate of change?
 Aeroplane attitude: pitch and bank?
 Which actions for Nose High or Nose Low?

CLICK WHEN READY...

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
EXTREME ATTITUDE

“Pitch low, speed increasing”

Confirmed
Nose Low Actions
 Takeover and disconnect AP and ATHR
 Adjust the thrust, IDLE if necessary
 Recover the level flight avoiding excessive g-loading

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
EXTREME ATTITUDE

CLICK WHEN READY...

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
EXTREME ATTITUDE

 Any stall?
 Energy state and rate of change?
 Aeroplane attitude: pitch and bank?
 Which actions for Nose High or Nose Low?

CLICK WHEN READY...

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
EXTREME ATTITUDE

“Pitch high, speed decreasing”

“Confirmed”
Nose High Actions
 Takeover and disconnect AP and ATHR
 Apply nose down pitch order
 Adjust the thrust and the drag, if necessary. If all
normal pitch control techniques are unsuccessful, reduce thrust
and adjust the roll not to exceed 60º
 Recover the level flight

CLICK WHEN READY...

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 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
EXTREME ATTITUDE

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Slide 75
 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
EXTREME ATTITUDE

 Any stall?
 Energy state and rate of change?
 Aeroplane attitude: pitch and bank?
 Which actions for Nose High or Nose Low?

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Slide 76
 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
EXTREME ATTITUDE

“Bank, speed HI”

“Confirmed”
Nose Low Actions (V/S down)
 Takeover and disconnect AP and ATHR
 Adjust the roll to the RIGHT to wings level
 Adjust the thrust.
 Recover the level flight avoiding excessive g-loading

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Slide 77
 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
EXTREME ATTITUDE

CLICK WHEN READY...

Slide 78
 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
EXTREME ATTITUDE

 Any stall?
 Energy state and rate of change?
 Aeroplane attitude: pitch and bank?
 Which actions for Nose High or Nose Low?

CLICK WHEN READY...

Slide 79
 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
EXTREME ATTITUDE

“Pitch low, bank, speed increasing”

“Confirmed”
Nose Low Actions
 Takeover and disconnect AP and ATHR
 Adjust the roll to the LEFT to wings level
 Adjust the thrust and/or the drag, if necessary
 Recover the level flight avoiding excessive g-loading

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Slide 80
 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
EXTREME ATTITUDE

CLICK WHEN READY...

Slide 81
 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
EXTREME ATTITUDE

 Any stall?
 Energy state and rate of change?
 Aeroplane attitude: pitch and bank?
 Which actions for Nose High or Nose Low?

CLICK WHEN READY...

Slide 82
 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
EXTREME ATTITUDE

“Pitch high, Bank, Speed decreasing”

“Confirmed”
Nose High Actions
 Takeover and disconnect AP and ATHR
 Apply nose down pitch order
 Adjust the thrust and the drag, if necessary.
 Reduce the roll to the LEFT not to exceed 60º
 Recover the level flight

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Slide 83
 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
EXTREME ATTITUDE

CLICK WHEN READY...

Slide 84
 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
EXTREME ATTITUDE

 Any stall?
 Energy state and rate of change?
 Aeroplane attitude: pitch and bank?
 Which actions for Nose High or Nose Low?

CLICK WHEN READY...

Slide 85
 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
EXTREME ATTITUDE

“Pitch low, Bank over 90, Speed Hi”

“Confirmed”
Nose Low Actions
 Takeover and disconnect AP and ATHR
 Adjust the roll to the RIGHT to wings level
 Adjust the thrust and/or the drag, if necessary
 Recover the level flight avoiding excessive g-loading
Note: On bank low with bank over 90 deg, do not pull pitch as these
will increase pitch down.

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Slide 86
 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
EXTREME ATTITUDE

CLICK WHEN READY...

Slide 87
 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
EXTREME ATTITUDE

 Any stall?
 Energy state and rate of change?
 Aeroplane attitude: pitch and bank?
 Which actions for Nose High or Nose Low?

CLICK WHEN READY...

Slide 88
 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
EXTREME ATTITUDE

“Stall recovery”
“Confirmed”

 Takeover and disconnect AP and ATHR

 Apply nose down pitch order, reduce AOA
In the case of lack of pitch down authority, reducing
thrust may be necessary
 Simultaneously, bank to left to wings level
When out of stall:
Apply the appropriate upset recovery technique

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Slide 89
 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
EXTREME ATTITUDE

CLICK WHEN READY...

Slide 90
 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
EXTREME ATTITUDE

 Any stall?
 Energy state and rate of change?
 Aeroplane attitude: pitch and bank?
 Which actions for Nose High or Nose Low?

CLICK WHEN READY...

Slide 91
 Upset Prevention and
Recovery ground training INSTRUCTOR COURSE
EXTREME ATTITUDE

“Stall recovery”
“Confirmed”

- Apply nose down pitch order (reduce the AOA)

- Simultaneously, bank to the right to wings level
When out of stall:
- Increase the thrust smoothly as needed
- Check speed brakes retracted
- Recover smoothly the level flight avoiding a
stall due to premature recovery at low speed
- Select FLAPS 1, if speed is still lower than
VFE Next and below FL200.

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Slide 92