AFH 5-8

When considering upset training conducted in an aerobatic-capable airplane in particular, the importance of employing instructors with specialized UPRT experience in those airplanes cannot be overemphasized. Just as instrument or tailwheel instruction requires specific skill sets for those operations, UPRT demands that instructors possess the competence to oversee trainee progress, and the ability to intervene as necessary with consistency and professionalism. As in any area of training, the improper delivery of stall, spin, and upset recovery training often results in negative learning, which could have severe consequences not only during the training itself, but in the skills and mindset pilots take with them when they have passengers and place the lives of others at stake. All-Attitude/All-Envelope Flight Training Methods Sound UPRT encompasses operation in a wide range of possible flight attitudes and covers the airplane’s limit flight envelope. This training is essential to prepare pilots for unexpected upsets. As stated at the outset, the primary focus of a comprehensive UPRT program is the avoidance of, and safe recovery from, upsets. Much like basic instrument skills, which can be applied to flying a vast array of airplanes, the majority of skills and techniques required for upset recovery are not airplane-specific. Just as basic instrument skills learned in lighter and lower performing airplanes are applied to more advanced airplanes, basic upset recovery techniques provide lessons that remain with pilots throughout their flying careers. FSTD–based UPRT UPRT can be effective in high fidelity devices (i.e., Level C and D FFS); however, instructors and pilots should be mindful of the technical and physiological boundaries when using a particular FSTD for upset training. This training is a current requirement for pilots seeking a multiengine airplane ATP certificate in accordance with 14 CFR part 61, section 61.156, and the training course must be FAA approved. Coordinated Flight Coordinated flight occurs whenever the pilot is proactively correcting for yaw effects associated with power (engine/ propeller effects), aileron inputs, how an airplane reacts when turning, and airplane rigging. The airplane is in coordinated flight when the airplane’s nose is yawed directly into the relative wind and the ball is centered in the slip/skid indicator (except for certain multiengine airplane operation with an engine failure). [Figure 5-5] Figure 5-5. Coordinated flight in a turn.