Teterboro Users Group
Upset Prevention & Recovery Training
Altitude Physiology Training
Spatial Disorientation/Situational Awareness Training
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Glenn King COO
Director of Advanced Pilot Training
NASTAR Center
125 James Way
Southampton, PA 18966 USA
Upset Prevention & Recovery Training
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According to the Federal Aviation
Administration Airplane Upset
Recovery Training Aid, a large
transport category aircraft is in an
upset condition when the aircraft is
unintentionally placed in one or more
of the following flight conditions:
- Pitch angle > 25 nose up
- Pitch angle > 10 nose down
- Bank angle > 45
or any
- Airspeed inappropriate to
attitude and environment
AC 120-111 mandates that all Part 121 Carriers implement a UPRT program nlt March
12, 2019.
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According to ICAO Doc 10011, Manual on
Aeroplane Upset Prevention And Recovery
Training, and IATA’s Guidance Material and
Best Practices for the Implementation of
Upset Prevention and Recovery Training,
an aircraft in-flight is upset when it is
unintentionally placed in one or more of
the following flight conditions:
- Pitch angle > 25 nose up
- Pitch angle > 10 nose down
- Bank angle > 45
or any
- Within the above parameters, but
flying at airspeeds inappropriate for
the conditions.
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ICAO 10011 mandates that all Part 121
Carriers implement a UPRT program nlt
November 13, 2014.
ICAO Doc 10011, Table 3-2 lists the
“Training Elements” which specifically
address Multi-Crew UPRT Training;
(partial listing of the training elements)
• G – Awareness
• Energy Management
• Specialized Training Elements
• Spiral Dive
• Steep Turns
• Human Factors
• CRM
• SA
• Physiological Factors
•Spatial Disorientation
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What does this mean to Pilots?
An airplane upset is defined as an airplane
unintentionally exceeding
the parameters normally experienced in line operations or
training.
In other words….
the airplane is not doing what it was commanded to do
and is approaching unsafe parameters.
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AC 120 – 111, para. 1-3
“All part 121 air carriers, including those who train
under an Advanced Qualification Program (AQP), are
required to conduct UPRT beginning March 12, 2019. “
The requirement for part 121 pilots to receive upset
training is statutorily mandated in Public Law 111-216,
Section 208 and the FAA does not have the authority to
exempt any part 121 air carrier from this requirement.
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Analysis of LOC-I accident data indicates that contributory factors can be
categorized as being either;
• Pilot / Human error induced
• Airplane Systems induced
• Environmentally induced
• Any combination of above
Of the contributory factors, Pilot/Human error accidents represent the most
frequently identified cause of the event, caused by the following:
• Application of improper procedures, including inappropriate flight
control inputs.
• One or more flight crew becoming spatially disoriented.
• Poor airplane energy management.
• One or more flight crew being distracted
• Improper or inadequate training
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The
Training
Domain
Upset Flight
Domain
“Open Loop” Responses
Upset Prevention
& Recovery
Training
(this is where you need
to train)
Attitude Axis
Pitch, Roll & Yaw
Human Factors
Axis
Today’s Training
Capability
Normal Flight
Domain
“Closed Loop”
Responses
Energy Axis
Airspeed, Altitude, Power
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“G” Forces
Physiology
Psychology
Environmental
SD & SA
Primal Responses
Previous Training
At WATS 2015, Michael G. Whitaker,
Deputy Administrator for the Federal
Aviation Administrator stated; “The
statistics show that the LOC-I accident rate
has not significantly changed for 10 years.”
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The industry has a need for good Upset
Recovery Training because…
• “Hexapod motion simulators are deficient in replicating
the upset environment due to their inherent inability to
provide sustained acceleration cues, and sustained
multi axis motion.”*
• “In many cases aerobatic aircraft provide negative
transfer of training.”*
*FAA UPRT Training Aid, Rev. 2
Sustained G motion devices are able to
overcome both of these deficiencies.
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FAA UPRT Training Aid; Rev 2 - Para 2.6.2 states:
“A simulator can provide the basic
fundamentals for upset recovery,
but some realities such as positive
or negative g’s, startle factor, and
environmental conditions are
difficult or impossible to replicate.
These limitations in simulation add
a degree of complexity to recovery
from an actual aircraft upset
because the encounter can be
significantly different from that
experienced during simulator
training.”
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• Level D simulators can not replicate the dynamic
maneuvering & physiological environments
experienced when maneuvering outside the normal
flight envelope.
• Dynamic maneuvering requires sustained
acceleration (G force) in multi-axes environments.
• Physiological stresses require specialized training
& equipment.
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• Upset training should replicate real world
flying characteristics, but in a safe and
controlled environment.
• Instinctive situational awareness and
appropriate recovery response requires
repetitive training.
– Upset recoveries require a different skill set (open
loop response) in order to ensure a correct and
timely recovery.
– Recurrent training is required to maintain the
“muscle memory”.
Upsets training scenarios taken from NTSB accident reports?
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Which is the BEST solution?
Classroom Instruction
AATD - FTDs – Level C & D Simulators
G-Producing
Simulators
14 CFR Part 121
Docket No.: FAA-2008-0677
Amdt. No. 121-366
Requires Upset Training
(but how?)
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Aircraft
• Pilots need training to overcome the
disorienting effects of:
• Increased/decreased weight to the head, arms, and legs.
• Increased difficulty in focusing on instruments in spin
conditions (nystagmus).
• Inverted flight.
• Pilots need to “recalibrate” their internal “G
meters” up to approximately 3.5 Gz’s.
• Recent findings have shown that G-meters in cockpits
have proven useful.
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High Performance Human Centrifuge
±360o Rotation Pitch, Roll, Planetary axis 25’ Arm
Business Jet Cockpit, G-1000’s, 2 Seats, WFOV
Control Loading w/ Shaker & Pusher
3 Operation Modes:
No Motion
Partial Motion = pitch & roll, no planetary
Full Motion = pitch, roll & planetary
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Multi-Axis Human Centrifuge
±360o Simultaneous Rotation in Pitch, Roll, Yaw &
Planetary axis 12’ Arm
B-757 Cockpit, 1 Seat, WFOV
Control Loading w/ Shaker
3 Operation Modes:
No Motion
Partial Motion = pitch, roll, yaw, no planetary
Full Motion = pitch, roll, yaw & planetary
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ATFS-400
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GL-2000
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• Partial Motion – No G
Acquire the techniques and muscle memory skills for
correct & rapid upset recoveries.
• Full Motion – Sustained G’s
Pilots G load the aircraft and maintain that G load for
as long as necessary for recovery.
Pilots train to pull & sustain ~2.3 – 3.5 Gz.
The G indicator on the screen helps you hold ~2.3 –
3.5Gz, & calibrate YOUR internal G meter.
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Select a UPRT Program that
gives your Pilots the skills to:
Understand the aerodynamic & physiological
issues associated with an upset event.
Recognize the flight conditions that could lead to
an upset situation in order to prevent
one from occurring.
Recover an aircraft that has departed normal
operating parameters.
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Remember …
Goal #1 is to avoid a bad situation, but should
you find yourself there, you need to think about
your aircraft situation, apply some logic and use
your trained UPRT skills.
UPRT training is about flying OUTSIDE the normal flight
envelope!
More importantly, its about starting outside and getting
back into the normal flight envelope SAFELY!
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Altitude Physiology Awareness Training
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14 CFR Part 61.131 (g)
Additional training required for operating
pressurized aircraft capable of operating at high
altitudes. (1) Except as provided in paragraph
(g)(3) of this section, no person may act as pilot
in command of a pressurized aircraft (an aircraft
that has a service ceiling or maximum operating
altitude, whichever is lower, above 25,000 feet
MSL), unless that person has received and
logged ground training from an authorized
instructor and obtained an endorsement in the
person's logbook or training record from an
authorized instructor who certifies the person
has satisfactorily accomplished the ground
training. The ground training must include at
least the following subjects:
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14 CFR Part 121 and 135 require flight
crewmembers that serve in operations above
25,000 feet to receive training in specified subjects
of aviation physiology.
AC 61-107A
Federal Aviation Administration
100. Purpose, Subparagraph a.
“Although 14 CFR section 61.31(g) applies
only to pilots who fly pressurized airplanes
with a service ceiling or maximum operating
altitude above 25,000 feet MSL, whichever is
lower, this training is recommended for all
pilots who fly at altitudes above 10,000 feet
MSL.”
106. Physiological Training – “…Although not
required, altitude chamber training is highly
recommended for all pilots.”
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Revised TUC
• Change 1 to AC 61-107B revises the TUC table.
• The NTSB and FAA debated the TUC tables (as a measure of
hypoxia tolerance) with increasing operational altitudes.
• The FAA recommends that any unpressurized flight at or
above 10,000 msl day, or 5,000 msl at night, supplemental
oxygen should be used.
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Altitude Physiology Awareness Training
• Familiarize trainees with the physical, physiological, and
psychological stresses of high altitude flight.
• Educate trainees on key aspects of human physiology as it
relates to operations in the physiological deficient zone
(Operations above 10,000 feet MSL, iaw FAA AC 61-107A).
• Crew should have the opportunity to experience personal
symptoms of hypoxia, loss of night vision and a rapid
decompression in a SAFE, FAA APPROVED Altitude Chamber.
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Accidents Caused by Hypoxia Continue to Occur.
Sept. 2014 – TBM 900 – Loss of AC and Pilot & Wife, de-pressurization.
Aug. 2014 – Cirrus SR22T – Loss of AC & Pilot – Hypoxia or other Medical.
Apr. 2012 – C-182T – Loss of AC & Pilot during flight above 12, 500 feet
without use of supplemental oxygen.
Aug. 2012 – PA-24-250– Loss of AC & Pilot, impairment from alcohol,
marijuana and hypoxia.
Dec. 2009 – PA-31T2 – Loss of AC & Pilot, rapid descent from FL224 to
impact.
Aug. 2005 – B-737 – Loss of AC and 121 Crew & Passengers, nonpressurization.
Dec. 2001 – Lear 24 – Loss of AC and Pilot & FO, descending from FL220
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Hypoxia symptoms and their onset are
not the same for everyone.
Tip: Have your crew exchange hypoxia
symptoms.
Recurrent Training is Important!
Hypoxia symptoms change due to;
Age - Medical - Stress
THE SOLUTION IS TRAINING!
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Which is the BEST solution?
Classroom
ROBD
14 CFR section 61.31(g)
AC 61-107B Change 1 - Aircraft Operations at
Altitudes Above 25,000 Feet Mean Sea Level or
Mach Numbers Greater Than .75
Altitude Chamber
(hypobaric, normobaric)
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FAA Approved Altitude Chamber
Hypoxia
Rapid
Decompression
Night Vision
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Managing Hypoxia to Prevent Accidents
Train your Pilots & FO’s
Train your Cabin Crew
Train your Maintenance Personnel
Train in an FAA Approved Altitude Chamber
Include Rapid Decompression training
Include loss of Night Vision training
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CONCLUSION
Education and Early Recognition is the Key to
Preventing and Recovering from Hypoxia
• Initial Training in a Altitude Chamber
• Recurrent Training (4-5 years)
• Pilots, Cabin Crew, Flight Engineers
• Understand in-aircraft emergency procedures
• Communicate
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Spatial Disorientation / Situational Awareness Training
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Managing SD & SA to prevent CFIT
Visual Systems and SD
Visual & Vestibular Systems and Orientation in Flight
Managing Spatial Disorientation
Maintaining Situational Awareness
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EASA Executive Director Decision
2015/12/R of May 4, 2015
amends (EC) No. 216/2008 to require
Commercial Air Transport operators
to implement a UPRT Training
program to include SD Training by
May 2016.
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Variety of incidents occurring in flight in
which the pilot fails to sense correctly the
position, motion or attitude of the aircraft
or of him- or herself within the fixed
coordinate system provided by the surface
of the Earth and the gravitational vertical.
In addition, errors in perception by pilots
of their position, motion or attitude with
respect to their aircraft, or of their own
aircraft relative to another aircraft, may
also be embraced within a broader
definition of spatial disorientation in flight.
Ernsting’s Aviation Medicine
DJ Rainford and DP Gradwell, 2006
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•
A state characterized by an
erroneous orientational percept, that
is, an erroneous sense of one’s
position and motion relative to the
plane of the Earth’s surface.
•
Operational definition of SD, based
on the categorization of flight
instruments, is an erroneous sense
of any flight parameters displayed by
aircraft control and performance
instruments.
Fundamentals of Aerospace Medicine
JR Davis et al, 2008
Spatial disorientation to a pilot means simply the
inability to tell which way is “up”.
• FAA Advisory Circular
AC60-4A dated 9 Feb 1983
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Situational Awareness to a pilot means simply the
internalized mental model of the current state of the
flight environment.
• FAA Advisory Circular
AC 60-22 dated 13 Dec 1991
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Accidents Caused by SD and loss of SA Continue to Occur.
Feb. 2014 – DHC-6 Twin Otter – Loss of AC and 18 Crew/Pax, due to
loss of SA in IMC.
Oct.. 2013 – ATR-72-600– Loss of AC & 44 Crew/Pax, PF suffered SD
(Somatogravic) and PM loss of SA.
Feb. 2009 – Citation 650 – Loss of AC & 4 Crew/Pax, loss of SA due to
SD and poor CRM.
Feb. 2008 – Citation 525 – Loss of AC & 4 Crew & Pax during reported
loss of ADI.
Jun. 2006 – Lear 35A – Loss of AC & 2 Crew due to loss of SA in IMC.
Jul. 1999 – PA-32-R – Loss of AC & 3 Crew/Pax Pax, due to Spatial
Disorientation, IMC Night over water.
Jan. 1989 – B-737 – Loss of AC & 47 Pax, due to loss of SA from
shutting down wrong engine.
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Managing SD & SA to prevent CFIT
Having a high level of SA is perhaps the most critical skill
for achieving successful performance in aviation.
Problems with maintaining SA were found to be the
leading causal factor in military aviation mishaps (Hartel,
Smith & Prince 1991), and in a study of accidents among
major air carriers, 88% of those involving human error is
attributed to problems with maintaining SA (Endsley,
1995a).
LOOK - THINK - ACT
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SD Countermeasures
• If equipped – Turn On the autopilot.
• If possible - Transfer control to Co-Pilot.
• Get out of IMC and fly to VMC – Flying in VMC will help
resolve sensory conflicts by providing visual references.
• Ask for help – ATC can vector you to VMC conditions, or
vector another aircraft to act as an escort, or simply
provide reassurance with heading & altitude call-outs.
• Understand and TRUST your instruments.
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Managing SD & SA to prevent CFIT
In crewed cockpits, the SIC may make the difference between
a safe flight and a CFIT accident.
Conversely, the SIC can also be a distraction in certain
circumstances unless the crew has been trained to work well
together and is following good crew resource management
(CRM) techniques.
In general, SA in the aviation setting is challenged by the
limitations of human attention and working memory.
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Clues to Loss of SA
• Ambiguous Information – info from two or more sourced do not agree.
• Confusion – are you uncertain or uneasy about a situation?
• Primary Duties – are Crew focused on non-flying tasks? Fixation?
• See and Avoid – is there too much heads-down time with nobody looking
outside to “see and avoid”?
• Poor Communication – is communication effective, have you made
vague or incomplete radio calls?
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Maintaining & Improving SA
• Maintaining SA Improves with Experience – more memory
situations (patterns and associations) developed for comparisons.
• Think Ahead – what’s “the next step”.
Don’t have a 100 knot brain in a 500
knot aircraft.
• Double Check Mode Transitions – This is when errors occur.
“What’s it doing?”.
• Plan the Flight – Fly the Plan – are things working as planned? Is
your radio work concise and accurate?
• FLY – Navigate – Communicate – Manage
- The Golden Rule
for SA
When confused – Go back to the last thing you were sure of. THINK!
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Preventive Measures
• First – All Pilots are susceptible to Spatial Disorientation &
Loss of SA.
• Understand that SD and Loss of SA occurs because aviation
takes place in a three-dimensional, complex, task saturated,
motion environment. The human orientation systems with
their limited capabilities are not suitable for flight.
• Planning & Preparation – Recognize during pre-flight planning
those conditions which contribute to SD.
• Obtain specialized SD training in a dedicated SD Trainer.
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SD Training Devices
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CONCLUSION
Education, Training and Early Recognition is the
Countermeasure to SD and loss of SA
• Initial Training in a dedicated SD Trainer.
• Recurrent Training (4-5 years).
• Task Saturated SD profiles to exercise/improve
your SA skills.
• Communicate.
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Train Like You Fly, Fly Like You Train
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Glenn King
Director, Advanced Pilot Training Programs
(215) 355-9100 x1287
GKing@etcusa.com
Sebastian Strzyzewski
Chief Instructor, Advanced Pilot Training Programs
(215) 355-9100 x1502
SStrzyzewski@etcusa.com
National Aerospace Training and Research Center
125 James Way, Southampton, PA 18966
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