UPSET PREVENTION

AND RECOVERY TRAINING

UPRT

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UPSET TRAINING
Normas de Convivencia

SALIDA DE EMERGENCIA

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PRESENTACIONES
UPRT
OBJETIVOS

Loss of control in flight LOC-I, es la principal causa de

accidentes areos.

Por esta razn es necesario implementar su estudio en:

understanding, avoidance, recognition and recovery.

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CONTENIDO

Introduccin

Definicin

Causas

Mecnica de vuelo

Recuperacin

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 INTRODUCCIN

NO QUICK FIX WORLDWIDE

(CFIT - EGPWS ISSUE

HUMAN FACTORS
RELATED

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DE LA EXPERIENCIA

Un Upset le puede ocurrir a una tripulacin

independientemente de su grado de experiencia de vuelo

AVOID RECOGNIZE - RECOVER

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DEFINICIN

El trmino AEROPLANE UPSET" se define en el glosario,

como unas condiciones de vuelo para los cuales un
avin supera los parmetros que normalmente ocurren
en las operaciones normales en lnea y no son
intencionalmente inducidas.

ICAO
Doc 10011 AN/506C

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SO.WHAT IS AN UPSET ANYWAY???

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UNIENDO FUERZAS = AURTA

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 CAUSES OF UPSETS

* Environmentally induced
* Systems-anomalies induced
* Pilot induced

Or a combination of all three

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TRAINING ON
AVOIDANCE! 14
TURBULENCE IN HAZARDOUS
WEATHER

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CLEAR AIR TURBULENCE

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MOUNTAIN WAVE

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TRAINING ON
AVOIDANCE!

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TRAINING ON
AVOIDANCE!

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WAKE TURBULENCE

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INAPROPIATE USE OF FLIGHT
CONTROLS

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INAPROPIATE USE OF FLIGHT
CONTROLS

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AIRPLANE ICING

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NOT EASY TO BE COUNTERINTUITIVE

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NOT EASY TO BE COUNTERINTUITIVE

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 SYSTEM ANOMALIES

TRAINING ON
MITIGATION!
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SYSTEM ANOMALIES / INSTRUMENTS

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SYSTEM ANOMALIES / AUTOFLIGHT

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SYSTEM ANOMALIES / FLIGHT
CONTROLS

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PILOT INDUCED UPSETS

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STARTLE

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OVERCONTROL

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MISINTERPRETATION

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BACK TO BASICS.

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WE ALL KNOW THE HANDLING QUALITIES
UNDER NORMAL FLIGHT CONDITIONS

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ESTA DISPUESTO A IR MAS ALL ?
CONOCER LOS CONCEPTOS A FONDO ?

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ENERGY MANAGEMENT

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UNDERSTANDING ANGLE OF ATTACK

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AIRBUS DISPLAY OF AOA

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 PITCH CONTROL

LONGITUDINAL STABILITY

PITCH CHANGES WITH:

FLAPS/SLATS

SPEEDBRAKES

ENGINE THRUST

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 LATERAL CONTROL

AILERONS + SPOILERS
GOOD AUTHORITY IN
NORMAL ENVELOPE

FIRST OPTION
FOR LATERAL
CONTROL

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 DIRECTIONAL CONTROL
VERT STAB AND RUDDER
SIZED TO MEET:
ASSYMETRIC THRUST
SIDESLIP FOR X-WIND

CAPABLE OF POWERFUL
YAWING MOMENTS (ALL
SPEEDS)

INDUCES ROLLING MOMENTS

WITH A LAG. USE WITH CARE

ASSYMETRIC THRUST
(YAWING THEN ROLLING
MOMENTS)

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STALL DYNAMICS

INTERNATIONALLY ACCEPTED
CHARACTERISTICS OF A STALL

ANY OF (A COMBINATION OF):

BUFFETING
LACK OF PITCH CONTROL
LACK OF ROLL CONTROL
INABILITY TO ARREST DESCENT
RATE

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ITS NOT ABOUT SPEED, WEIGHT OR
ALTITUDE OR ANYTHING

ITS
ONLY
ABOUT
ANGLE
OF
ATTACK

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DO NOT CONFUSE

APPROACH TO STALL
(STALL WARNING STALL
SYSTEMS)

CONTROLLED FLIGHT OUT OF CONTROL

MANEOUVRE BUT RECOVERABLE
(SIM TRAINING) MANEOUVRE
(NOT TRAINED)
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YOU THINK AN AIRBUS CANT BE
STALLED ?? .. THINK AGAIN

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YOU THINK AN AIRBUS CANT BE
STALLED ?? .. THINK AGAIN

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 HIGH ALTITUD OPERATIONS

Altitudes where the operational

envelope is reduced

Be alert!! No time for complacency

Recognize and confirm the situation

Do not over control Do not use large

control movements - use small control
pressures

Be smooth with pitch and power to

correct speed deviations

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 L/D MAX (GREEN DOT)
The lowest point on the total drag curve also known as
Vmd (minimum drag speed).
Airspeed slower than Green Dot known
as: the back side of the power-drag
curve or the region of reverse
command

Airspeed faster than Green dot is

considered normal flight or the front side
of the power-drag curve

Normal flight Speed stable

Stable flight Airspeed disturbance (i.e.
Turbulence) Airspeed will return to the
original airspeed when the total thrust
has not changed.
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 OPT AND REC MAX
OPTIMUM ALTITUDE
REC MAX ALTITUDE

Cruise altitude for minimum Highest altitude at which

cost operating in the ECON an airplane can be
mode
operated lowest of:
The Optimum Altitude Maximum certified
increases under the
following conditions (ECON altitude (Structural)
mode):
Thrust limited altitude
Airplane weight or cost
index decreases (Thrust)

Buffet or Maneuvering
Temperature: increase in LimitedAltitude
temperature will lower the
Optimum Altitude. (Aerodynamic)
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 THRUST LIMITED CONDITION AND
RECOVERY
When flying at Optimum Altitude, crews should be aware of
temperature to ensure performance capability

Most jet transport aircraft are thrust limited, rather than slow speed
buffet limited especially in a turn (also the case for A-320)

If a condition or airspeed decay

occurs, take immediate action to
recover:

- Reduce bank angle

- Increase thrust select maximum
continuous thrust (MCT) if the aircraft is
controlling to a lower limit
- Descend

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 PILOT TIPS

General guideline - VS mode should not be

used for climbing at high altitudes

VS can be used for descent - selecting

excessive vertical speeds can result in airspeed
increases into an overspeed condition
Except for a traffic
event during climb
(FCTM SI-060 TCAS)
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 UPSETS IN FLY BY WIRE

When fly-by-wire aeroplanes are in the degraded flight

control mode, basic recovery techniques and
aerodynamic principles may be appropriate. In upset
events pilot intervention at some point is required,
regardless of aeroplane type

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 ABNORMAL ATTITUDE LAW

The limits exceded in flight are:

- Pitch attitude > 50 nose up or 30
nose down
- Bank angle > 125
- Angle of attack > 30 or < -10 for the
A320
- Speed > 440 knots or < 70 to 90 knots
(depending on the aircraft pitch attitude)
- Mach > 0.91

There is no reversion to direct law,

when the pilot extends the landing
gear.

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 HUMAN FACTORS AND UPSETS

REASONS FOR DELAYED RECOVERY

1.Concern for passenger and crew safety following large control

movements
2.Previous training emphasized altitude loss
3.Anxiety associated altitude violations and other ATC concerns
4.Less experience with manual flight control at high speed / altitude
5.Lack of understanding - Unaware of the magnitude of altitude loss
as it relates to the recovery from the upset condition

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 STALL RECOVERY IS THE PRIORITY

ALTITUDE RECOVERY IS SECONDARY TO STALL

RECOVERY

Stall recovery is the priority. Only after positive stall

recovery, can altitude recovery be initiated. At high
altitudes swept wing turbojet airplanes may stall at a
reduced angle of attack due to Mach effects.

Stall recovery requires that the angle of attack must be

reduced below the stalling angle of attack. The elevator is
the primary pitch control in all flight conditions not thrust.

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 UPSET RECOVERY TRAINING
OBJECTIVES
- Recognize and confirm airplane upsets

Communicate with crew member

Assess the energy state of the A/C
Undertand where the ground is
Use whatever authority is required of flight controls
Maneouvre the airplane to return to normal bank and pitch

- Gain confidence in understanding and maneuvering the

airplane during upsets
- Succesfully applied proper upset recovery techniques

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 RECUPERACIN

RECOVERY FROM AIRCRAFT UPSETS

This section highlights issues associated with aircraft upset recovery

and presents recommended aircraft recovery techniques.

These techniques assume the aircraft is not stalled.

A stalled condition can exist at any attitude and could be recognized by stall buffet and/or
stall aural alert. If the aircraft is stalled, apply the stall recovery procedure.

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 RECUPERACIN

Pilots must be or become aware of the upset situation, i.e.,

recognize and confirm the situation before they take appropriate
actions.

An overview of actions to take to recover from an upset would encompass three

basic activities:

Assess the energy (become situationally aware)

Arrest the flight path divergence
Recover to a stabilized flight path.

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

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SIMULATOR LIMITATIONS

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HOWEVER..
AIRPLANES OBEY LAWS OF
AERODYNAMICS AND
PHYSICS

CLEAR UNDERSTANDING
OF LAWS AND REACTIONS
ALLOW PILOTS TO BE
BETTER EQUIPPED TO
HANDLE UPSET 71
ARE YOU WILLING TO BE PREPARED ??

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FLY SAFE !!! 73