What should pilots do immediately at the first indication of a stall during any flight phases except at lift-off?

At first indication of a stall, the pilot flying should immediately disconnect the autopilot (if applicable), turn off the autothrottle (if applicable), apply nose-down pitch control until the stall warning is eliminated, apply nose-down pitch trim as needed, level the wings, adjust power as needed and retract speed brakes/spoilers.

In a nose-high recovery strategy, what is the first action the pilot flying should take?

The pilot flying should first disconnect the autopilot (if applicable) and turn off the autothrottle (if applicable).

In a nose-low recovery strategy, what is the initial assessment the pilot should make?

The pilot should recognize and confirm the developing situation by announcing 'nose low'. They should also assess if the autopilot or autothrottle is responding correctly before decreasing the level of automation.

GM1 to Appendix 3

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GM1 to Appendix 3; Appendix 5

ED Decision 2019/005/R

BASIC UPRT EXERCISES

(a) GENERAL

The training objective of the basic UPRT exercises is for the student to achieve competence in applying prevention and recovery techniques. In order to meet the training objectives, some UPRT exercises will involve operation at altitudes, speeds and g-loadings that are not required for other parts of the training course. When designing training courses, ATOs should ensure that the aircraft used for these exercises will allow the training objectives to be achieved while maintaining a margin of safety to aircraft limitations in accordance with the training envelope, as determined by the ATO (see GM1 ORA.ATO.125 point (f)).

(b) UPRT WITH REFERENCE TO INSTRUMENTS

Basic UPRT exercises completed by reference to instruments (i.e. in simulated instrument meteorological conditions (IMC)) should involve only moderate excursions from the speeds and attitudes used in normal instrument flight. Exercises conducted in IMC should not be planned to involve ‘unusual attitudes’.

Instructors conducting basic UPRT training during the CPL or ATP course do not require any additional qualifications. It is the responsibility of the ATO to ensure that instructors are competent to deliver effective training on all parts of the course and also that they are competent to recover the aircraft in the event that a student erroneously conducts any UPRT exercise.

(d) APPLICATION OF OEM RECOMMENDATIONS DURING DEVELOPING UPSETS

Stall recovery training exercises as well as nose-high and nose-low prevention training exercises use the recovery strategies recommended by the OEMs contained in Tables 1, 2 and 3 below.

Note: As OEM procedures always take precedence over the general strategies as recommended by the OEMs, ATOs should consult the OEM on whether any approved specific 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 of nose-high and nose-low recovery strategies as recommended by the OEMs.

Table 1: Stall event recovery template
Pilot Flying (PF) 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.
1.	AUTOPILOT — DISCONNECT (IF APPLICABLE) (A large out-of-trim condition could be encountered when the autopilot is disconnected)
2.	AUTOTHROTTLE — OFF (IF APPLICABLE)
3.	(a) NOSE-DOWN PITCH CONTROL apply until stall warning is eliminated (b) NOSE-DOWN PITCH TRIM (as needed) (Reduce the AoA whilst accepting the resulting altitude loss.)
4.	BANK — WINGS LEVEL
5.	POWER — 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

Table 2: Nose-high recovery strategy template
Recognise and confirm the developing situation by announcing ‘nose high’
Pilot Flying (PF)
1.	AUTOPILOT — DISCONNECT (if applicable) (A large out-of-trim condition could be encountered when the autopilot is disconnected)
2.	AUTOTHROTTLE — OFF (if applicable)
3.	APPLY as much nose-down control input as required to obtain a nose-down pitch rate
4.	POWER — ADJUST (if required)
5.	ROLL — ADJUST (if required) (Avoid exceeding 60-degree bank)
6.	When airspeed is sufficiently increasing — RECOVER to level flight (Avoid the secondary stall due to 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.

Table 3: Nose-low recovery strategy template
Recognise and confirm the developing situation by announcing ‘nose low’ (If the autopilot or 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)
1.	AUTOPILOT — DISCONNECT (if applicable) (A large out-of-trim condition could be encountered when the autopilot is disconnected)
2.	AUTOTHROTTLE — OFF (if applicable)
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.	POWER and DRAG — ADJUST (if required)
6.	RECOVER to level flight (Avoid the secondary stall due to 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.

ADDITIONAL GUIDANCE

(e) Specific guidance on UPRT is available in the latest revision of ICAO Doc 10011 ‘Manual on Aeroplane Upset Prevention and Recovery Training’.

Details

Source-Title: GM1 to Appendix 3, Appendix 5 View latest amendments

Erulesid: ERULES-1963177438-11509 Compare versions

Domain: Aircrew

Applicabilitydate: 20 December, 2019

Entryintoforcedate: 28 February, 2019

Regulatorysource: ED Decision 2019/005/R Navigate

Regulatorysubject: Part-FCL

Typeofcontent: GM to IR (Guidance material to implementing rule)

Parentir: Appendix 3 - Training courses for the issue of a CPL and an ATPL

Origin: EASA

Category: EAR