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.