GM1 to Appendix 3

• ED Decision 2019/005/R found in: Aircrew (1178/2011) Part-FCL Part-MED Part-CC Part-ARA Part-ORA Part-DTO (Dec 2024)

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’. (c)      INSTRUCTORS DELIVERING BASIC UPRT 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 border="1" cellpadding="0" cellspacing="0" width="602"> <tr> <td colspan="3" valign="top" width="602"> <p><b>Table 1: Stall event recovery template</b></p> </td> </tr> <tr> <td colspan="2" valign="top" width="530"> <p>Pilot Flying (PF)</p> <p>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. </p> </td> <td valign="top" width="72"> </td> </tr> <tr> <td valign="top" width="36"> <p>1. </p> </td> <td valign="top" width="494"> <p>AUTOPILOT — DISCONNECT (IF APPLICABLE) </p> <p>(A large out-of-trim condition could be encountered when the autopilot is disconnected) </p> </td> <td rowspan="7" valign="top" width="72"> </td> </tr> <tr> <td valign="top" width="36"> <p>2. </p> </td> <td valign="top" width="494"> <p>AUTOTHROTTLE — OFF (IF APPLICABLE) </p> </td> </tr> <tr> <td valign="top" width="36"> <p>3. </p> </td> <td valign="top" width="494"> <p>(a) NOSE-DOWN PITCH CONTROL </p> <p>apply until stall warning is eliminated </p> <p>(b) NOSE-DOWN PITCH TRIM (as needed) </p> <p>(Reduce the AoA whilst accepting the resulting altitude loss.) </p> </td> </tr> <tr> <td valign="top" width="36"> <p>4. </p> </td> <td valign="top" width="494"> <p>BANK — WINGS LEVEL </p> </td> </tr> <tr> <td valign="top" width="36"> <p>5. </p> </td> <td valign="top" width="494"> <p>POWER — ADJUST (as needed) </p> <p>(Thrust reduction for aeroplanes with underwing-mounted engines may be needed) </p> </td> </tr> <tr> <td valign="top" width="36"> <p>6. </p> </td> <td valign="top" width="494"> <p>SPEEDBRAKES/SPOILERS — RETRACT </p> </td> </tr> <tr> <td valign="top" width="36"> <p>7. </p> </td> <td valign="top" width="494"> <p>When airspeed is sufficiently increasing — RECOVER to level flight </p> <p>(Avoid the secondary </p> </td> </tr> </table> <table border="1" cellpadding="0" cellspacing="0" width="603"> <tr> <td colspan="3" valign="top" width="603"> <p><b>Table 2: Nose-high recovery strategy template </b></p> </td> </tr> <tr> <td colspan="3" valign="top" width="603"> <p>Recognise and confirm the developing situation by announcing ‘nose high’ </p> </td> </tr> <tr> <td colspan="3" valign="top" width="603"> <p>Pilot Flying (PF) </p> </td> </tr> <tr> <td valign="top" width="37"> <p>1. </p> </td> <td valign="top" width="494"> <p>AUTOPILOT — DISCONNECT (if applicable) </p> <p>(A large out-of-trim condition could be encountered when the autopilot is disconnected) </p> </td> <td rowspan="6" valign="top" width="73"> </td> </tr> <tr> <td valign="top" width="37"> <p>2. </p> </td> <td valign="top" width="494"> <p>AUTOTHROTTLE — OFF (if applicable) </p> </td> </tr> <tr> <td valign="top" width="37"> <p>3. </p> </td> <td valign="top" width="494"> <p>APPLY as much nose-down control input as required to obtain a nose-down pitch rate </p> </td> </tr> <tr> <td valign="top" width="37"> <p>4. </p> </td> <td valign="top" width="494"> <p>POWER — ADJUST (if required) </p> </td> </tr> <tr> <td valign="top" width="37"> <p>5.</p> </td> <td valign="top" width="494"> <p>ROLL — ADJUST (if required)</p> <p>(Avoid exceeding 60-degree bank)</p> </td> </tr> <tr> <td valign="top" width="37"> <p>6.</p> </td> <td valign="top" width="494"> <p>When airspeed is sufficiently increasing — RECOVER to level flight</p> <p>(Avoid the secondary stall due to premature recovery or excessive G-loading)</p> </td> </tr> <tr> <td colspan="3" valign="top" width="603"> <p>NOTE:</p> <p>(1)  Recovery to level flight may require use of pitch trim.</p> <p>(2)  WARNING: Excessive use of pitch trim or rudder may aggravate the upset situation or may result in high structural loads.</p> </td> </tr> </table> <table border="1" cellpadding="0" cellspacing="0" width="603"> <tr> <td colspan="3" valign="top" width="603"> <p><b>Table 3: Nose-low recovery strategy template </b></p> </td> </tr> <tr> <td colspan="3" valign="top" width="603"> <p>Recognise and confirm the developing situation by announcing ‘nose low’ </p> <p>(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) </p> </td> </tr> <tr> <td colspan="3" valign="top" width="603"> <p>Pilot Flying (PF) </p> </td> </tr> <tr> <td valign="top" width="37"> <p>1. </p> </td> <td valign="top" width="496"> <p>AUTOPILOT — DISCONNECT (if applicable) </p> <p>(A large out-of-trim condition could be encountered when the autopilot is disconnected) </p> </td> <td rowspan="6" valign="top" width="71"> </td> </tr> <tr> <td valign="top" width="37"> <p>2. </p> </td> <td valign="top" width="496"> <p>AUTOTHROTTLE — OFF (if applicable) </p> </td> </tr> <tr> <td valign="top" width="37"> <p>3. </p> </td> <td valign="top" width="496"> <p>RECOVERY from stall (if required) </p> </td> </tr> <tr> <td valign="top" width="37"> <p>4. </p> </td> <td valign="top" width="496"> <p>ROLL in the shortest direction to wings level </p> <p>(It may be necessary to reduce the G-loading by applying forward control pressure to improve roll effectiveness) </p> </td> </tr> <tr> <td valign="top" width="37"> <p>5. </p> </td> <td valign="top" width="496"> <p>POWER and DRAG — ADJUST (if required) </p> </td> </tr> <tr> <td valign="top" width="37"> <p>6. </p> </td> <td valign="top" width="496"> <p>RECOVER to level flight </p> <p>(Avoid the secondary stall due to premature recovery or excessive G-loading) </p> </td> </tr> <tr> <td colspan="3" valign="top" width="603"> <p>NOTE: </p> <p>(1)  Recovery to level flight may require use of pitch trim. </p> <p>(2)  WARNING: Excessive use of pitch trim or rudder may aggravate the upset situation or may result in high structural loads. </p> </td> </tr> </table> 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’. 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’. (c) INSTRUCTORS DELIVERING BASIC UPRT 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 border="1" cellpadding="0" cellspacing="0" width="602"><tr><td colspan="3" valign="top" width="602"><p><b>Table 1: Stall event recovery template</b></p></td></tr><tr><td colspan="2" valign="top" width="530"><p>Pilot Flying (PF)</p><p>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. </p></td><td valign="top" width="72"></td></tr><tr><td valign="top" width="36"><p>1. </p></td><td valign="top" width="494"><p>AUTOPILOT — DISCONNECT (IF APPLICABLE) </p><p>(A large out-of-trim condition could be encountered when the autopilot is disconnected) </p></td><td rowspan="7" valign="top" width="72"></td></tr><tr><td valign="top" width="36"><p>2. </p></td><td valign="top" width="494"><p>AUTOTHROTTLE — OFF (IF APPLICABLE) </p></td></tr><tr><td valign="top" width="36"><p>3. </p></td><td valign="top" width="494"><p>(a) NOSE-DOWN PITCH CONTROL </p><p>apply until stall warning is eliminated </p><p>(b) NOSE-DOWN PITCH TRIM (as needed) </p><p>(Reduce the AoA whilst accepting the resulting altitude loss.) </p></td></tr><tr><td valign="top" width="36"><p>4. </p></td><td valign="top" width="494"><p>BANK — WINGS LEVEL </p></td></tr><tr><td valign="top" width="36"><p>5. </p></td><td valign="top" width="494"><p>POWER — ADJUST (as needed) </p><p>(Thrust reduction for aeroplanes with underwing-mounted engines may be needed) </p></td></tr><tr><td valign="top" width="36"><p>6. </p></td><td valign="top" width="494"><p>SPEEDBRAKES/SPOILERS — RETRACT </p></td></tr><tr><td valign="top" width="36"><p>7. </p></td><td valign="top" width="494"><p>When airspeed is sufficiently increasing — RECOVER to level flight </p><p>(Avoid the secondary </p></td></tr></table> <table border="1" cellpadding="0" cellspacing="0" width="603"><tr><td colspan="3" valign="top" width="603"><p><b>Table 2: Nose-high recovery strategy template </b></p></td></tr><tr><td colspan="3" valign="top" width="603"><p>Recognise and confirm the developing situation by announcing ‘nose high’ </p></td></tr><tr><td colspan="3" valign="top" width="603"><p>Pilot Flying (PF) </p></td></tr><tr><td valign="top" width="37"><p>1. </p></td><td valign="top" width="494"><p>AUTOPILOT — DISCONNECT (if applicable) </p><p>(A large out-of-trim condition could be encountered when the autopilot is disconnected) </p></td><td rowspan="6" valign="top" width="73"></td></tr><tr><td valign="top" width="37"><p>2. </p></td><td valign="top" width="494"><p>AUTOTHROTTLE — OFF (if applicable) </p></td></tr><tr><td valign="top" width="37"><p>3. </p></td><td valign="top" width="494"><p>APPLY as much nose-down control input as required to obtain a nose-down pitch rate </p></td></tr><tr><td valign="top" width="37"><p>4. </p></td><td valign="top" width="494"><p>POWER — ADJUST (if required) </p></td></tr><tr><td valign="top" width="37"><p>5.</p></td><td valign="top" width="494"><p>ROLL — ADJUST (if required)</p><p>(Avoid exceeding 60-degree bank)</p></td></tr><tr><td valign="top" width="37"><p>6.</p></td><td valign="top" width="494"><p>When airspeed is sufficiently increasing — RECOVER to level flight</p><p>(Avoid the secondary stall due to premature recovery or excessive G-loading)</p></td></tr><tr><td colspan="3" valign="top" width="603"><p>NOTE:</p><p>(1) Recovery to level flight may require use of pitch trim.</p><p>(2) WARNING: Excessive use of pitch trim or rudder may aggravate the upset situation or may result in high structural loads.</p></td></tr></table> <table border="1" cellpadding="0" cellspacing="0" width="603"><tr><td colspan="3" valign="top" width="603"><p><b>Table 3: Nose-low recovery strategy template </b></p></td></tr><tr><td colspan="3" valign="top" width="603"><p>Recognise and confirm the developing situation by announcing ‘nose low’ </p><p>(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) </p></td></tr><tr><td colspan="3" valign="top" width="603"><p>Pilot Flying (PF) </p></td></tr><tr><td valign="top" width="37"><p>1. </p></td><td valign="top" width="496"><p>AUTOPILOT — DISCONNECT (if applicable) </p><p>(A large out-of-trim condition could be encountered when the autopilot is disconnected) </p></td><td rowspan="6" valign="top" width="71"></td></tr><tr><td valign="top" width="37"><p>2. </p></td><td valign="top" width="496"><p>AUTOTHROTTLE — OFF (if applicable) </p></td></tr><tr><td valign="top" width="37"><p>3. </p></td><td valign="top" width="496"><p>RECOVERY from stall (if required) </p></td></tr><tr><td valign="top" width="37"><p>4. </p></td><td valign="top" width="496"><p>ROLL in the shortest direction to wings level </p><p>(It may be necessary to reduce the G-loading by applying forward control pressure to improve roll effectiveness) </p></td></tr><tr><td valign="top" width="37"><p>5. </p></td><td valign="top" width="496"><p>POWER and DRAG — ADJUST (if required) </p></td></tr><tr><td valign="top" width="37"><p>6. </p></td><td valign="top" width="496"><p>RECOVER to level flight </p><p>(Avoid the secondary stall due to premature recovery or excessive G-loading) </p></td></tr><tr><td colspan="3" valign="top" width="603"><p>NOTE: </p><p>(1) Recovery to level flight may require use of pitch trim. </p><p>(2) WARNING: Excessive use of pitch trim or rudder may aggravate the upset situation or may result in high structural loads. </p></td></tr></table> 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’. ##### 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’. (c) INSTRUCTORS DELIVERING BASIC UPRT 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 bgcolor="#d9d9d9" cellpadding="7" cellspacing="0"> <col/> <col/> <col/> <tr> <td bgcolor="#808080" colspan="3" valign="top"><p align="center"> <b>Table 1: Stall event recovery template</b></p> </td> </tr> <tr valign="top"> <td bgcolor="#d9d9d9" colspan="2"><p align="center"> <b>Pilot Flying (PF)</b></p> <p align="left">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. </p> </td> <td bgcolor="#d9d9d9"><p align="left"> <br/> </p> </td> </tr> <tr valign="top"> <td bgcolor="#d9d9d9"><p align="left"> 1. </p> </td> <td bgcolor="#d9d9d9"><p align="left"> <b>AUTOPILOT — DISCONNECT (IF APPLICABLE) </b> </p> <p align="left">(A large out-of-trim condition could be encountered when the autopilot is disconnected) </p> </td> <td bgcolor="#d9d9d9" rowspan="7"><p align="left"> <br/> </p> </td> </tr> <tr valign="top"> <td bgcolor="#d9d9d9"><p align="left"> 2. </p> </td> <td bgcolor="#d9d9d9"><p align="left"> <b>AUTOTHROTTLE — OFF (IF APPLICABLE) </b> </p> </td> </tr> <tr valign="top"> <td bgcolor="#d9d9d9"><p align="left"> 3. </p> </td> <td bgcolor="#d9d9d9"><p align="left"> <b>(a) NOSE-DOWN PITCH CONTROL </b> </p> <p align="left"> apply until stall warning is eliminated </p> <p align="left"> <b>(b) NOSE-DOWN PITCH TRIM</b> (as needed) </p> <p align="left">(Reduce the AoA whilst accepting the resulting altitude loss.) </p> </td> </tr> <tr valign="top"> <td bgcolor="#d9d9d9"><p align="left"> 4. </p> </td> <td bgcolor="#d9d9d9"><p align="left"> <b>BANK — WINGS LEVEL </b> </p> </td> </tr> <tr valign="top"> <td bgcolor="#d9d9d9"><p align="left"> 5. </p> </td> <td bgcolor="#d9d9d9"><p align="left"> <b>POWER — ADJUST</b> (as needed) </p> <p align="left">(Thrust reduction for aeroplanes with underwing-mounted engines may be needed) </p> </td> </tr> <tr valign="top"> <td bgcolor="#d9d9d9"><p align="left"> 6. </p> </td> <td bgcolor="#d9d9d9"><p align="left"> <b>SPEEDBRAKES/SPOILERS — RETRACT </b> </p> </td> </tr> <tr valign="top"> <td bgcolor="#d9d9d9"><p align="left"> 7. </p> </td> <td bgcolor="#d9d9d9"><p align="left"> When airspeed is sufficiently increasing — <b>RECOVER</b> to level flight </p> <p align="left">(Avoid the secondary </p> </td> </tr> </table> <table bgcolor="#d9d9d9" cellpadding="7" cellspacing="0"> <col/> <col/> <col/> <tr> <td bgcolor="#808080" colspan="3" valign="top"><p align="center"> <b>Table 2: Nose-high recovery strategy template </b> </p> </td> </tr> <tr> <td bgcolor="#d9d9d9" colspan="3" valign="top"><p align="left"> Recognise and confirm the developing situation by announcing <b>‘nose high’</b> </p> </td> </tr> <tr> <td bgcolor="#d9d9d9" colspan="3" valign="top"><p align="center"> <b>Pilot Flying (PF) </b> </p> </td> </tr> <tr valign="top"> <td bgcolor="#d9d9d9"><p align="left"> 1. </p> </td> <td bgcolor="#d9d9d9"><p align="left"> <b>AUTOPILOT — DISCONNECT (if applicable) </b> </p> <p align="left">(A large out-of-trim condition could be encountered when the autopilot is disconnected) </p> </td> <td bgcolor="#d9d9d9" rowspan="6"><p align="left"> <br/> </p> </td> </tr> <tr valign="top"> <td bgcolor="#d9d9d9"><p align="left"> 2. </p> </td> <td bgcolor="#d9d9d9"><p align="left"> <b>AUTOTHROTTLE — OFF</b> (if applicable) </p> </td> </tr> <tr valign="top"> <td bgcolor="#d9d9d9"><p align="left"> 3. </p> </td> <td bgcolor="#d9d9d9"><p align="left"> <b>APPLY</b> as much nose-down control input as required to obtain a nose-down pitch rate </p> </td> </tr> <tr valign="top"> <td bgcolor="#d9d9d9"><p align="left"> 4. </p> </td> <td bgcolor="#d9d9d9"><p align="left"> <b>POWER — ADJUST </b>(if required) </p> </td> </tr> <tr valign="top"> <td bgcolor="#d9d9d9"><p align="left"> 5.</p> </td> <td bgcolor="#d9d9d9"><p align="left"> <b>ROLL — ADJUST </b>(if required)</p> <p align="left">(Avoid exceeding 60-degree bank)</p> </td> </tr> <tr valign="top"> <td bgcolor="#d9d9d9"><p align="left"> 6.</p> </td> <td bgcolor="#d9d9d9"><p align="left"> When airspeed is sufficiently increasing — <b>RECOVER</b> to level flight</p> <p align="left">(Avoid the secondary stall due to premature recovery or excessive G-loading)</p> </td> </tr> <tr> <td bgcolor="#d9d9d9" colspan="3" valign="top"><p align="left"> NOTE:</p> <p align="left"> (1) Recovery to level flight may require use of pitch trim.</p> <p align="left"> (2) WARNING: Excessive use of pitch trim or rudder may aggravate the upset situation or may result in high structural loads.</p> </td> </tr> </table> <table bgcolor="#d9d9d9" cellpadding="7" cellspacing="0"> <col/> <col/> <col/> <tr> <td bgcolor="#808080" colspan="3" valign="top"><p align="center"> <b>Table 3: Nose-low recovery strategy template </b> </p> </td> </tr> <tr> <td bgcolor="#d9d9d9" colspan="3" valign="top"><p align="left"> Recognise and confirm the developing situation by announcing <b>‘nose low’</b> </p> <p align="left">(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) </p> </td> </tr> <tr> <td bgcolor="#d9d9d9" colspan="3" valign="top"><p align="center"> <b>Pilot Flying (PF) </b> </p> </td> </tr> <tr valign="top"> <td bgcolor="#d9d9d9"><p align="left"> 1. </p> </td> <td bgcolor="#d9d9d9"><p align="left"> <b>AUTOPILOT — DISCONNECT (if applicable) </b> </p> <p align="left">(A large out-of-trim condition could be encountered when the autopilot is disconnected) </p> </td> <td bgcolor="#d9d9d9" rowspan="6"><p align="left"> <br/> </p> </td> </tr> <tr valign="top"> <td bgcolor="#d9d9d9"><p align="left"> 2. </p> </td> <td bgcolor="#d9d9d9"><p align="left"> <b>AUTOTHROTTLE — OFF</b> (if applicable) </p> </td> </tr> <tr valign="top"> <td bgcolor="#d9d9d9"><p align="left"> 3. </p> </td> <td bgcolor="#d9d9d9"><p align="left"> <b>RECOVERY</b> from stall (if required) </p> </td> </tr> <tr valign="top"> <td bgcolor="#d9d9d9"><p align="left"> 4. </p> </td> <td bgcolor="#d9d9d9"><p align="left"> <b>ROLL</b> in the shortest direction to wings level </p> <p align="left">(It may be necessary to reduce the G-loading by applying forward control pressure to improve roll effectiveness) </p> </td> </tr> <tr valign="top"> <td bgcolor="#d9d9d9"><p align="left"> 5. </p> </td> <td bgcolor="#d9d9d9"><p align="left"> <b>POWER</b> and <b>DRAG — ADJUST</b> (if required) </p> </td> </tr> <tr valign="top"> <td bgcolor="#d9d9d9"><p align="left"> 6. </p> </td> <td bgcolor="#d9d9d9"><p align="left"> <b>RECOVER</b> to level flight </p> <p align="left">(Avoid the secondary stall due to premature recovery or excessive G-loading) </p> </td> </tr> <tr> <td bgcolor="#d9d9d9" colspan="3" valign="top"><p align="left"> NOTE: </p> <p align="left"> (1) Recovery to level flight may require use of pitch trim. </p> <p align="left"> (2) WARNING: Excessive use of pitch trim or rudder may aggravate the upset situation or may result in high structural loads. </p> </td> </tr> </table> **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’.