GM3 FCL.010 Definitions

ED Decision 2019/005/R

UPSET PREVENTION AND RECOVERY TRAINING (UPRT) DEFINITIONS

In the context of UPRT, the following abbreviations apply to the Acceptable Means of Compliance and Guidance Material to Part-FCL:

‘Advanced UPRT’ refers to the advanced UPRT course in accordance with point FCL.745.A.

‘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)’ refers to the angle between the oncoming air, or relative wind, and a defined reference line on the aeroplane or wing.

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

‘Basic UPRT’ refers to the UPRT elements and exercises integrated into training courses for the issue of a CPL, MPL or Phases 1 to 3 of the integrated ATP course.

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

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

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

‘First indication of a stall’ refers to the initial aural, tactile or visual sign of a stall event which can be either naturally or synthetically induced.

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

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

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

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

‘FSTD validation envelope’ refers to the envelope consisting of the following three subdivisions:

(a) Flight test validated region

This is the region of the flight envelope which has been validated with flight test data, typically by comparing the performance of the FSTD against the flight test data through tests incorporated in the qualification test guide (QTG) and other flight test data utilised to further extend the model beyond the minimum requirements. Within this region, there is high confidence that the simulator responds similarly to the aircraft. Note that this region is not strictly limited to what has been tested in the QTG; as long as the aerodynamics mathematical model has been conformed to the flight test results, that portion of the mathematical model can be considered to be within the flight test validated region.

(b) Wind tunnel and/or analytical region

This is the region of the flight envelope for which the FSTD has not been compared to flight test data, but for which there has been wind tunnel testing or the use of other reliable predictive methods (typically by the aircraft manufacturer) to define the aerodynamic model. Any extensions to the aerodynamic model that have been evaluated in accordance with the definition of an exemplar stall model (as described in the stall manoeuvre evaluation section) must be clearly indicated. Within this region, there is moderate confidence that the simulator will respond similarly to the aircraft.

(c) Extrapolated region

This is the region extrapolated beyond the flight test validated and wind tunnel/analytical regions. The extrapolation may be a linear extrapolation, a holding of the last value before the extrapolation began, or some other set of values. Whether this extrapolated data is provided by the aircraft or simulator manufacturer, it is a ‘best guess’ only. Within this region, there is low confidence that the simulator will respond similarly to the aircraft. Brief excursions into this region may still retain a moderate confidence level in FSTD fidelity; however, the instructor should be aware that the FSTD’s response may deviate from that of the actual aircraft.

‘Load factor’ refers to 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 (LOC-I)’ refers to a categorisation of an accident or incident resulting from a deviation from the intended flight path.

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

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

‘Negative transfer of training’ refers to 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 skills to a situation or setting in normal practice that does not equal the training situation or setting.

‘Original Equipment Manufacturer (OEM)’ refers to the original equipment manufacturer of an aircraft or associated parts or equipment or of parts or equipment installed on the basis of a supplemental type certificate (STC).

‘Post-stall regime’ refers to flight conditions at an AoA greater than the critical AoA.

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

‘Stall’ refers to loss of lift caused by exceeding the aeroplane’s critical AoA.

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:

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

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

(c) inability to arrest the descent rate.

Note: It is possible that in certain conditions the stall warning may not be activated.

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

‘Stall (event) recovery procedure’ refers to the manufacturer-approved aeroplane-specific stall recovery procedures, such as those contained in the flight crew operations manual (FCOM). If an OEM-approved recovery procedure does not exist, the aeroplane-specific stall recovery procedure developed by the ATO, based on the stall recovery template, may be used.

‘Stall warning’ refers to 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;

(c) visual or aural cues and warnings;

(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 AoA.

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

‘Stick pusher’ refers to any device that automatically applies a nose-down movement and pitch force to an aeroplane’s control columns to attempt to decrease the aeroplane’s AoA. 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’ refers to 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)’ refers to 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 decrease performance.

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

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

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

‘Type-specific UPRT’ refers to UPRT elements and exercises integrated into training courses for the issue of a class or type rating pursuant to Part-FCL or during recurrent or refresher training for a specific aeroplane class or type.

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

Note (1): Undesired states can be managed effectively, restoring margins of safety, or flight crew response(s) can induce an additional error, incident or accident.

Note (2): All countermeasures are necessary flight crew actions. However, some countermeasures to threats, errors and undesired aircraft states that flight crew employ are built upon ‘hard’/systemic-based resources provided by the aviation system.

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

‘Unusual attitude’ refers to an aircraft in flight intentionally exceeding the parameters normally experienced in line operations or training, as applicable.

‘Incipient spin’ refers to a transient flight condition in the post-stall regime where an initial, uncommanded roll in excess of 45° has resulted from yaw asymmetry during a stall and which, if recovery action is not taken, will lead rapidly to a developing spin. Prompt recovery during this incipient spin stage will normally result in an overall heading change, from pre-stall conditions, of not more than 180°.

‘Developing spin’ refers to a flight condition in the post-stall regime where the aeroplane exhibits abnormal, but varying, rates of yaw and roll, together with changing pitch attitude, following an incipient spin but before the establishment of a developed spin. A developing spin follows an unrecovered incipient spin and will usually persist, in the absence of any recovery action, until a developed spin ensues.

‘Developed spin’ refers to a flight condition in the post-stall regime where the aeroplane has achieved approximately constant pitch attitude, yaw rate and roll rate on a descending flight path. In transition from a stall with significant, persistent yaw, with no recovery action, to attaining a developed spin, the aeroplane is likely to have rolled through at least 540°.

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