Airplane Upset Recovery Training Aid Team Rev. 1, August 2004

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• Airplane Upset Recovery Training Aid TeamRev. 1,
  August 2004

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Airplane Upset Recovery
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Causes of Airplane Upset
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Airplane Upset Recovery
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Upset Recovery Training Objectives

• To increase the pilot's ability to recognize and
  avoid upset situations
• To improve the pilot's ability to recover
  control, if avoidance is not successful

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Upset Recovery Training Will Review

• The causes of airplane upsets
• Swept-wing airplane fundamentals
• Airplane upset recovery techniques

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What is Airplane Upset?
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Causes of Airplane Upset Incidents

• Environmental
• Systems-anaomalies
• Pilot
• A combination of all three

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Environmental Causes of Airplane Upset

• Turbulence
• Clear air turbulence
• Mountain wave
• Windshear
• Thunderstorms
• Microbursts
• Wake turbulence
• Airplane icing

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Turbulence Is Primarily Caused By

• Jet Streams
• Convective currents
• Obstructions to wind flow
• Windshear

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Clear Air Turbulence (CAT) Is Characterized by
Marked Changes In

• Pressure
• Temperature
• Wind direction
• Wind velocity

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Mountain Wave Turbulence
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Windshear
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Thunderstorms
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Microbursts
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Wake Turbulence
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Airplane Icing
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System-Anomolies Induced Airplane Upsets
Primarily Involve

• Flight instruments
• Autoflight systems
• Flight controls and other anomalies

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System-Anomolies Induced Airplane Upsets
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Flight Instruments
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Autoflight Systems
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Flight Control and Other Anomalies
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Pilot-Induced Airplane Upsets

• Instrument misinterpretation or slow cross-check
• Inattention and distraction from primary cockpit
  duties
• Vertigo or spatial disorientation
• Improper use of airplane automation

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Instrument Cross-Check
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Distraction
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Vertigo or Spatial Disorientation
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Improper Use of Airplane Automation
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Causes of Airplane UpsetsSummary

• Environmental
• Turbulence, CAT, mountain wave, windshear,
  thunderstorms, microbursts, wake turbulence,
  andairplane icing
• Systems anomalies
• Flight instruments, autoflight systems, and
  flight control anomalies
• Pilot induced
• Instrument cross-check, inattention and
  distraction from primary cockpit duties, vertigo
  or spatial disorientation, and improper use of
  airplane automation

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Swept-Wing Airplane FundamentalsOverview

• Flight dynamics
• Energy states
• Load factors
• Aerodynamic flight envelope
• Aerodynamics

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Flight Dynamics
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The Three Sources of Energy Available to the Pilot

• Kinetic energy, which increases with increasing
  speed
• Potential energy, which is approximately
  proportional to altitude
• Chemical energy, from the fuel in the tanks

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Energy Relationships
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Load FactorsFour Forces of Flight
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Load FactorsAirplane in Pull-Up
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Aerodynamic Flight Envelope
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Angle of Attack
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Stalls
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Camber
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Trailing Edge Control Surfaces
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Spoiler Devices
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Trim
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Lateral and Directional Aerodynamic Considerations

• The magnitude of coupled roll-due-to-sideslip is
  determined by several factors, including
• Wing dihedral effects
• Angle of sideslip
• Pilot-commanded sideslip

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Wing Dihedral Angle
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Angle of Slideslip
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High-Speed, High-Altitude Characteristics
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Static Stability
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Maneuvering in Pitch
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Mechanics of Turning Flight
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Lateral ManeuveringRoll Axis
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Lateral ManeuveringFlight Dynamics
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Directional ManeuveringYaw Axis
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Flight at Extremely Low Airspeeds
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Flight at Low Airspeeds and Thrust Effect
(continued)
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Flight at Extremely High Speeds
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Summary of Swept-Wing Fundamentals

• Flight dynamics Newtons laws
• Energy states kinetic, potential, and chemical
• Load factors longitudinal, lateral, and vertical
• Aerodynamic flight envelope operating and
  demonstrated speeds
• Aerodynamics the relationship of angle of
  attack and stall

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Airplane Upset Recovery
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Situational Awareness During an Airplane Upset

• "Recognize and confirm the situation" by the
  following key steps
• Communicate with crew members
• Locate the bank indicator
• Determine pitch attitude
• Confirm attitude by reference to other indicators
• Assess the energy state

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The Miscellaneous Issues Associated With Upset
Recovery Have Been Identified

• Pilots who have experienced an airplane upset
• Pilot observations in a simulator-training
  environment
• And they are associated with
• The startle factor
• Negative g force
• Full control inputs
• Counter-intuitive factors

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Startle Factor
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Negative G Force
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Use of Full Control Inputs
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Nonintuitive Factors
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Airplane Upset Recovery Techniques

• The following airplane upset situations will be
  discussed
• Nose high, wings level
• Nose low, wings level
• High bank angles
• Nose high
• Nose low
• And a review of recommended upset recovery
  techniques based on two basic airplane upset
  situations
• Nose high
• Nose low

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Airplane Upset Recovery Techniques (continued)

• Stall characteristics
• Buffeting
• Lack of pitch authority
• Lack of roll control
• Inability to arrest descent rate

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Nose-High, Wings-Level Recovery Technique

• Recognize and confirm the situation
• Disengage autopilot and autothrottle

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Nose-High, Wings-Level Recovery Technique
(continued)

• Apply as much as full nosedown elevator

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Nose-High, Wings-Level Recovery Technique
(continued)

• Roll to obtain a nose-down pitch rate

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Nose-High, Wings-Level Recovery Technique
(continued)

• Reduce thrust (underwing-mounted engines)

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Nose-High, Wings-Level Recovery Technique
(continued)

• Complete the recovery
• Approaching horizon, roll to wings level
• Check sirspeed and adjust thrust
• Establish pitch attitude

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Nose-Low, Wings-Level Recovery Technique

• Recognize and confirm the situation

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Nose-Low, Wings-Level Recovery Technique
(continued)

• Disengage autopilot and autothrottle

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Nose-Low, Wings-Level Recovery Technique
(continued)

• Recover from stall, if necessary

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Nose-Low, Wings-Level Recovery Technique
(continued)
Recover to Level Flight

• Apply noseup elevator

• Apply stabilizer trim, if neccessary

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Nose-Low, Wings-Level Recovery Technique
(continued)

• Adjust thrust and drag, as necessary

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High-Bank-Angle Recovery Technique

• Recognize and confirm the situation
• Disengage autopilot and autothrottle

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High-Bank Angle Recovery Technique (continued)

• Reduce the angle of attack
• Adjust bank angle to achieve nosedown pitch rate

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High-Bank Angle Recovery Technique (continued)

• Complete the recovery
• Approaching the horizon, roll to wings level
• Check airspeed adjust thrust
• Establish pitch attitude

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High-Bank Angle Recovery Technique (continued)

• Recognize and confirm the situation
• Disengage autopilot and autothrottle

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High-Bank Angle Recovery Technique (continued)

• Reduce the angle of attack, if necessary

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High-Bank Angle Recovery Technique (continued)

• Simultaneously reduce thrust and roll the
  shortest direction to wings level

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High-Bank Angle Recovery Technique (continued)

• Recover to level flight
• Apply noseup elevator
• Apply stabilizer trim, if necessary
• Adjust thrust and drag, as necessary

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Summary of Airplane Recovery TechniquesNose-High
Recovery
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Summary of Airplane Recovery TechniquesNose-High
Recovery (continued)

• Recognize and confirm the situation
• Disengage autopilot and autothrottle
• Apply as much as full nosedown elevator

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Summary of Airplane Recovery TechniquesNose-High
Recovery (continued)

• Use appropriate techniques
• Roll (adjust bank angle) to obtain a nosedown
  pitch rate
• Reduce thrust (underwing-mounted engines)

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Summary of Airplane Recovery TechniquesNose-High
Recovery (continued)

• Complete the recovery
• Approaching the horizon, roll to wings level
• Check airspeed adjust thrust
• Establish pitch attitude

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Summary of Airplane Recovery TechniquesNose-Low
Recovery
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Summary of Airplane Recovery TechniquesNose-High
Recovery (continued)

• Recognize and confirm the situation
• Disengage autopilot and autothrottle
• Recover from stall, if necessary

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Summary of Airplane Recovery TechniquesNose-High
Recovery (continued)

• Roll in the shortest direction to wings level
• Bank angle to more than 90 deg unload and roll

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Summary of Airplane Recovery TechniquesNose-High
Recovery (continued)

• Recover to level flight
• Apply noseup elevator
• Apply stabilizer trim, if necessary
• Adjust thrust and drag, as necessary