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Spin/Upset Recovery FamiliarizationCourse 18802
Presented at FAA Center of Excellence for General
Aviation Research June 4th, 2008, Anchorage,
AK By Dr. Richard P. Anderson and P. Carolina Lenz
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Presentation Contents

• Rationale for Spin/Upset Recovery Training for
  the FAA
• Introduction
• Course Philosophy
• Course Contents
• Example Ground Lab Movie
• Example Ground Lab Presentation Slides
• Results

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Rationale for Upset/Spin Familiarization for the
FAA

• From 1994 to 2003, there have been 7,492
  Worldwide Commercial Jet Fleet fatalities
• Of this, 2,131 fatalities have been as a result
  of loss of control in flight.
• Although the skill and proficiency level of these
  pilots were high, there was a general lack of
  understanding in regards to upset recovery
• It is therefore evident that an increase in upset
  training is necessary

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Rationale for Upset/Spin Familiarization for the
FAA

• The Upset Training course was developed to fit
  the needs of the FAA and teach the General
  Aviation Inspectors to identify and acquire
  awareness of possible Upset Training Scenarios
  and develop the required understanding to be able
  to recover from these situations.

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Introduction

• What is an aircraft upset?
• Typically, when an aircraft is in an unusual
  attitude, one can recover using the following
  schematic
• Upset training involves recovery from flight
  conditions that fall outside these conditions

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Introduction
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Complex?
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Introduction

• There are many flight conditions that can be
  recovered from using rote, memorized, processes
• No single person can memorize the recovery from
  every possible upset and every aircraft
• Correlation is necessary for upset recovery so
  students can associate elements that have been
  learned in previous experiences with tasks in the
  future

Correlation
Application
Understanding
Rote
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Introduction

• In order to reach the Correlation level of
  learning in regards to upset conditions, it was
  deemed necessary that a formal course be designed
  to cover these conditions
• This course covers upset training from both a
  pilots standpoint and from an aircraftsthe
  pilot will have enhanced learning on recovery
  methods and why the aircraft responds in such a
  manner

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Course Contents
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Course Contents
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Course Contents
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Course Contents
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Course Contents
5 Ground Labs
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Course Contents
Cessna 172 FTD
5 Ground Labs
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Course Contents
172 Spin Flight
Cessna 172 FTD
5 Ground Labs
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Course Contents
172 Spin Flight
Cessna 172 FTD
5 Ground Labs
GAT II
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Course Contents
172 Spin Flight
Cessna 172 FTD
5 Ground Labs
GAT II
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Course Contents
172 Spin Flight
Cessna 172 FTD
5 Ground Labs
2 Extra Flights
GAT II
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Course Contents
172 Spin Flight
Cessna 172 FTD
5 Ground Labs
CRJ FTD
2 Extra Flights
GAT II
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Course Contents
172 Spin Flight
Cessna 172 FTD
5 Ground Labs
CRJ FTD
2 Extra Flights
GAT II
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Course Contents
172 Spin Flight
Cessna 172 FTD
5 Ground Labs
CRJ FTD
2 Extra Flights
GAT II
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Course Contents
172 Spin Flight
Cessna 172 FTD
5 Ground Labs
CRJ FTD
2 Extra Flights
GAT II
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Course Contents
172 Spin Flight
Cessna 172 FTD
5 Ground Labs
CRJ FTD
2 Extra Flights
GAT II
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Course Contents
172 Spin Flight
Cessna 172 FTD
5 Ground Labs
CRJ FTD
2 Extra Flights
GAT II
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Course Contents
172 Spin Flight
Cessna 172 FTD
5 Ground Labs
CRJ FTD
2 Extra Flights
GAT II
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Course Contents
172 Spin Flight
Cessna 172 FTD
5 Ground Labs
CRJ FTD
2 Extra Flights
GAT II
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Course Contents
172 Spin Flight
Cessna 172 FTD
5 Ground Labs
Correlation Understanding
CRJ FTD
2 Extra Flights
GAT II
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Course Contents

• 6 flights are accomplished with three in a flight
  training device
• Each flight has particular completion standards
  that must be met in order for successful
  completion of the course
• Each lesson is followed by a respective 10
  question quiz. These quizzes will be corrected
  with the aid of the instructor to 100
• A comprehensive final is issued at the conclusion
  of the course with a required score of 70 for
  successful completion.

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Course Contents
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Spin/Upset Recovery, Class 1Introduction and
Review of Aerodynamics

• Weight
• Thrust
• Lift
• Drag
• Zero Lift Line
• V-G Diagram
• Definitions
• Upright
• Inverted
• Positive
• Negative

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Spin/Upset Recovery, Class 2Stalls and Spins

• Stalls
• Aerodynamic of a stall
• Use of distractions
• Wing contamination effects on stall warning,
  stall speed and post-stall recovery
• Stall recognition
• Types of stalls
• Power-off stalls
• Power-on stalls
• Accelerated stalls
• Stall recovery
• Secondary stalls
• V-G Diagram
• Slip vs. skid
• Spins
• Aerodynamics of spins
• Phases of a spin
• Types of spins upright, inverted, accelerated,
  flat, crossover, transition
• Characteristics due to aircraft design
• Pilot controlled variables

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Frasca 172 Unit 01, FTD 1

• Stall avoidance practice at slow speeds
• Realistic distractions at slow speeds
• Falling leaf
• Power on stall
• Power off stall
• Stalls with turns
• Engine failure in a climb followed by a gliding
  turn
• Stalls during go around
• Elevator Trim Stall
• Secondary stall
• Spin entry and spin recovery in both directions
• Spin entry from a skid
• Spin entry from a slip
• Cross controlled stall situations
• Stalls and spins from high and low bank
  situations
• Differences between a spiral and a spin

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Cessna 172 Unit 02, Flight 1

• Preflight Procedures
• Normal Takeoff and Climb
• Clearing Turns
• Stall avoidance practice at slow speeds
• Realistic distractions at slow speeds
• Falling leaf
• Power on stall
• Power off stall
• Stalls with turns
• Engine failure in a climb followed by a gliding
  turn
• Stalls during go around
• Elevator Trim Stall
• Secondary stall
• Spin entry and spin recovery in both directions
• Spin entry from a skid
• Spin entry from a slip
• Cross controlled stall situations
• Stalls and spins from high and low bank
  situations
• Differences between a spiral and a spin

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Spin/Upset Recovery, Class 3Physiological
Factors GT3

• Spatial disorientation
• Vestibular disorientation
• Description of the semicircular canal and otolith
  organs (sacule and utricle)
• Illusions
• Coriolis
• Graveyard spiral
• Leans
• Somatogravic
• Inversion
• Acceleration and the human body
• GLOC
• Zero g-sensation and possible reactions
• Negative g-sensations and possible reactions

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GAT II Unit 03, FTD 2Physiological Factors FTD2

• Coriolis illusion
• Graveyard spiral illusion
• Leans illusion
• Somatogravic illusion
• Inversion illusion

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Spin/Upset Recovery, Class 4Upset Training for
general Aviation

• Why Upset training
• What are we trying to accomplish
• Definition of Airplane Upset
• Types of upset training
• Causes of GA Airplane Upsets
• Stalls (advanced)
• Spins (advanced)
• Rolling wing tip vortex encounters
• Minimum controllable airspeed
• Recovery from selected GA Upsets
• Stall and spins (advanced)
• Rolling recoveries
• Recovery from excessive sideslip
• Aerobatic and tail wheel airplane operations
• Use of Parachutes
• Practice area operations
• Governing Regulations POH, 91, Chapter 48 and 49

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Aerobatic Aircraft Unit 04, Flight 2Basic
General Aviation Recovery FLT2

• Nose high unusual attitude
• Nose low unusual attitude
• Loop
• Roll
• Spin
• Inverted recovery (from inverted flight)
• Knife edge flight

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Aerobatic Aircraft Unit 05, Flight 3Basic
General Aviation Recovery FLT3

• Spin to the left and to the right
• Accelerated spin
• Flat spin
• Effect of aileron on spins

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Spin/Upset Recovery, Class 5Transport Category
Upset Recovery GT5

• To discuss transport category accidents that
  involved aircraft upsets
• Charlotte, 2 July 1994
• Birmingham, 10 July 1991
• Toledo, 15 February 1992
• Shemya, 6 April 1993
• Nagoya, 26 April 1994
• Pittsburgh, 8 September 1994
• Roselawn, 31 October 1994
• Detroit, 9 January 1997
• Advanced aerodynamics
• Stability derivatives
• Control power
• Diehedral effect
• Roll due to yaw

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CRJ Unit 06, FTD 3Transport Category Upset
Recovery FTD3

• Scenario 1
• Charlotte, July 2nd, 1994. DC9 operated by US
  AIRWAYS.
• Aircraft on ILS approach encounters a microburst
  with associated wind shear and high sink rate.
• Scenario 2
• Detroit, January 9th 1997. EMB-120, Brasilia
  operated by Comair.
• Aircraft experiences uncommanded roll and rapid
  descend caused by a rough accretion of ice on
  lifting surfaces. Asymmetric lift due to icing.
• Scenario 3
• January 8, 2003. Beech 1900D in Charlotte, NC.
  Operated by Air Midwest for US AIRWAYS Express.
• Aircraft on takeoff with full aft elevator trim
  (runaway trim) as a result from the airplane's
  loss of pitch control during take-off. The loss
  of pitch control resulted from the incorrect
  rigging of the elevator system compounded by the
  airplane's aft center of gravity, which was
  substantially aft of the certified aft limit.

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CRJ Unit 06, FTD 3Transport Category Upset
Recovery FTD3

• Scenario 4
• Birmingham, July 10th, 1991. Operator Air taxi.
• Aircraft encounters a thunderstorm cell with
  strong vertical updrafts and associated
  turbulence. The aircraft enters a nose high
  attitude with 45 deg. Left bank.
• Scenario 5
• US Airways Flight 427, Pittsburg, September 8th,
  1994. Operated by US AIRWAYS.
• During initial approach aircraft experiences
  yaw/roll due to uncommanded movement of the
  rudder (rudder hard over).

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CRJ Unit 06, FTD 3Transport Category Upset
Recovery FTD3

• Scenario 6
• United Airlines Flight 232, Sioux City, Iowa.
  July 9th, 1989, DC-10 operated by United
  Airlines.
• During initial approach aircraft experiences loss
  of hydraulic systems. The elevator and ailerons
  are not responding.

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• Example Ground Lab Movie
• Basic Aerodynamics
• And
• Common Misunderstandings

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Conservation of Mass Video
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• Example Power Point Ground Lab Slides

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CL
The relative wind (Blue Arrow) is from below the
wing.
Lift Distribution
CLMAX
Relative Wind
Right Wing
Left Wing
AOA
AOA
48
CL
The aircraft begins to increase its angle of
attack by slowing.
Lift Distribution
CLMAX
Relative Wind
Right Wing
Left Wing
AOA
AOA
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CL
The critical angle of attack has been exceeded
and the aircraft is stalled.
Lift Distribution
CLMAX
Relative Wind
Right Wing
Left Wing
AOA
AOA
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If yaw is induced (left rudder input here), the
right wing will have a lower angle of attack
while the left wing remains stalled.
CL
Lift Distribution
CLMAX
Relative Wind
Right Wing
Left Wing
AOA
AOA
Rudder Deflection
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Once the aircraft enters the spin, the separation
on the retreating stalled wing will further
increase the drag. This will create a sustained
left yawing moment. At this point the rotation
will automatically continue.
CL
Lift Distribution
CLMAX
Left rolling moment
Relative Wind
Left yawing moment
Increased drag due to separation
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Dynamics of a Spin Entry

• Both slips and skids are defined as uncoordinated
  flight and could potentially be a source of the
  yawing moment required to enter a spin.
• The behavior and risk for a skid versus a slip,
  however, are very different. This is especially
  the case with respect to a spin entry
• The next slides will serve as a review of slips
  and skids and will be the starting point for a
  discussion of spins entry from a slip or a skid.

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Slip
A slip will occur in a turn when too little
inside rudder is applied. Neglecting powerplant
effects, this will be top rudder (Good discussion
point)
Relative Wind
Longitudinal Axis
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Slip
ß0
V8
Maintaining a constant heading.
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Slip
ß
V8
Maintaining a constant heading.
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Slip
ß
V8
Maintaining a constant heading.
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Slip
ß
V8
Maintaining a constant heading.
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Slip
ß
V8
Maintaining a constant heading.
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Slip
ß
V8
Maintaining a constant heading.
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Slip
ß
V8
Maintaining a constant heading.
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Slip
ß
V8
Maintaining a constant heading.
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Slip
ß
V8
Maintaining a constant heading.
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Slip
ß
V8
Maintaining a constant heading.
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Slip
ß
V8
Maintaining a constant heading.
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Slip
ß
V8
Maintaining a constant heading.
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Slip
ß
V8
Maintaining a constant heading.
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Slip
ß (a)
V8
Maintaining a constant heading.
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Slip
The aircraft is now in knife-edge flight. The
weight is equal to the lift provided by the
fuselage.
Maintaining a constant heading.
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Skid
Relative Wind
A skid will occur in a turn when too much inside
rudder is applied (too little aileron for the
amount of rudder)
Longitudinal Axis
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Skid

• In a skidding turn to the right, bank and yaw are
  to the right
• The plane will spin to the righttherefore it
  does not have to change its bank (a spin is
  likely)

Relative Wind
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Skid
V8
ß0
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ß
V8
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ß
V8
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ß
V8
75
ß
V8
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ß
V8
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ß
V8
78
ß
V8
79
ß
V8
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Correlation Questions

• Discuss weather vane stability, yaw damping and
  pitch damping. How is it controlled?

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Correlation Questions

• Discuss how would changing thrust effect the
  motion of this aircraft? What can you say about
  dihedral effect?

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Correlation Questions

• Discuss how would engine thrust change the motion
  of this aircraft? What can you say about
  dihedral effect?

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Correlation Questions

• Discuss dihedral effect

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Correlation Questions

• Discuss dihedral effect

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Correlation Questions

• Discuss this CRJ with respect to aircraft motion
  and control.

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Correlation Questions

• Discuss what flaps will do to the pitching
  moment. Would this stimulate the phugoid if the
  elevator is left alone?

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Correlation Questions

• No ailerons! How does this model sailplane turn?
  Does it wobble? If it does why?

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Results

• The final product was tested by 2 different
  groups of FAA inspectors
• The test classes were conducted during 4 days
  each and consisted of the following
• 10 hours of ground school
• 1.5 hrs. in the Cessna 172 spin aircraft
• 1.0 hr in a physiological trainer (GATII)
• 1.5 hrs in the Cessna level 6 FTD
• 2.0 hrs in an Aerobatic Aircraft (Extra 300LP)
• 1.5 hrs in a CRJ level 6 FTD

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Results

• Survey Instrument
• 20 questions 12 general, 8 course specific, 4
  questions with comments.
• Grading A-E. A Strongly agree, E completely
  disagree
• Results all As, 1 B except question 10 related
  to tests. The tests were revised and changed for
  the second class.

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Results

• Comments
• If you answer disagree or strongly disagree
  please explain why
• The FAA questions at the end of each lesson were
  not relevant to course material. Suggestion Have
  the ERAU Instructor come up with oral questions
  that the class can answer and discuss.
• Although the quizzes were in the same category
  (Aerodynamics), they did not relate directly to
  the objectives and lesson content.

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Results

• Overall Course
• Great. All the Inspectors should be required to
  complete every 2-4 years.
• Excellent course! Recommend all the inspectors
  to attend this course to enhance safety.

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Results

• Effectiveness of Instructors
• ERAU did a great job. The expertise level is
  high, they went to a good in depth level without
  losing the audience.
• Very knowledgeable instructors who explained
  advanced concepts in a manner to allow an average
  person to understand.

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Results

• Use of training devices
• All great
• CRJ sim very effective. C-172 FTD OK, everything
  could be done during the actual aircraft session
  though.