Training Corner

Excerpt from AF447 Update Report: "The airplane’s angle of attack increased progressively beyond 10 degrees and the plane started to climb. The PF made nose-down control inputs and alternately left and right roll inputs. The vertical speed, which had reached 7,000 ft/min, dropped to 700 ft/min and the roll varied between 12 degrees right and

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Atlanta, Georgia – (NYSE: CAE; TSX: CAE) – CAE and APS Emergency Maneuver Training announced on the eve of the National Business Aviation Association (NBAA) annual convention, the availability of an online computer-based training course designed to improve the ability of business jet pilots to recognize, avoid and, if necessary, recover from loss of control in-flight (LOC-I) flight situations.

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2009: "This is my second time attending training at APS for emergency maneuvering and recovery. It is no exaggeration, this is the best flight training I have received in my career!!! The skills that were taught and reinforced have given me the confidence to handle an aircraft in an unusual attitude and recover it safely

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Full Size Video: Click Here Download the Entire 2009 CAST Report by Boeing in PDF: Click Here PRE-AMBLE EXPLANATORY CONTENT PER "2009 CAST REPORT" LINK ABOVE... The accident statistics presented in this summary are confined to worldwide commercial jet airplanes that are heavier than 60,000 pounds maximum gross weight. Within that set of airplanes, there

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Please review the video training sessions below for a detailed overview of the meaning of the V-G Diagram as it relates to upset recovery, stall/spin and unusual attitude training in any fixed wing aircraft. Clarke “Otter” McNeace, VP – Flight Operations Aerobatic, Upset Recovery & Spin Training Instructor Director of Flight Training / Check Pilot

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Client Feedback - May 2009 "Having previously completed the 6 mission, in-aircraft, Enhanced Emergency Maneuver Training and more recently the level D Full Motion Simulator Only - Jet Upset Recovery Training programs at APS Emergency Maneuver Training, I can describe the training experience as truly exceptional. As a current Fortune 200 Falcon 50/50EX business jet

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In the meantime, please enjoy the excerpt of this article below ...

How exactly do you put your finger on the single most important aerodynamic component or practice related to upset recovery training? That’s a tough question and, quite honestly, the answer varies depending upon the situation being addressed. As opposed to picking “one” aerodynamic component as “the” critical factor in upset recoveries, a thorough discussion of recovery techniques must focus on the order in which control loss issues are addressed for a generalized recovery to be effective in a wide variety of instances. In Figure 1, the All-Attitude Upset Recovery checklist developed by APS Emergency Maneuver Training addresses the mental processes and order in which a loss of control situation should be managed by the pilot.

Figure 1: All-Attitude Upset Recovery Checklist

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In this article we are going to focus on the first action step “PUSH” of the recovery and the critical importance of Angle of Attack Management as a top priority in a generalized recovery philosophy.

There really are only five major aspects of flight that pilots have direct control over while airborne in a time-critical upset emergency flight condition. They are (in no particular order):

1. Pitch
2. Roll
3. Yaw
4. Power, and
5. Configuration

Although a seemingly simple list of items to be managed, not only are they usually mismanaged in an emergency unusual attitude scenario, but they are also typically addressed in the wrong order and in the opposite direction assuming the ultimate goal is an effective, efficient and successful recovery. This is why when you’re reading articles on stall/spin, unusual attitude or upset recovery training techniques, you’ll hear the author state time and again that the recovery is counter-intuitive ... Continued in the APS Members-Only Area.

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Pilot Project: Download this AeroSafety World article in PDF At AeroSafety World: Link to Original Online ASW Version Evolving guidelines aim to correct deficiencies in methods of training for airplane upset prevention and recovery. By Paul “BJ” Ransbury and Janeen Kochan Although debate continues about how best to incorporate upset prevention and recovery training (UPRT)

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A report issued by Boeing in July 2010, and a 2011 general aviation report issued by the GAJSC, identify Loss of Control In-Flight (LOC-I) as the cause of the most crash-related fatalities in both commercial aviation worldwide and US general aviation over the past 10 Years. Summarizing 2 years of focused industry effort on systematically identifying and addressing the Loss of Control In-Flight (LOC-I) problem, the Royal Aeronautical Society's International Committee for Aviation Training in Extended Envelopes (ICATEE), as well as the international non-profit Upset Prevention & Recovery Training Association (UPRTA), presents a 50-minute industry update on recent advancements in commercial aviation upset recovery training efforts.

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Gary Hartery, a chief pilot for more than 50 airmen of a government organization in Canada, attended the APS Professional Pilot Upset Recovery Training program in Mesa, Arizona in May 2011. Gary flies the single-engine turbo prop normal category Pilatus PC-12 as part of his professional duties. In the video below, he takes a few

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In a Spiral Dive, I've head it said to reduce g-loading prior to rolling in an 'over bank'. Does 'over bank' mean more than 90 degrees banked or does it include say 60-90 degrees of banking? The reason for the question is related to the Push-Power-Roll mantra ... does it really apply a spiral dive where the bank angle is less than 90 degrees? The Spiral Dive is a bank problem so shouldn't it be primarily a roll with aileron and rudder to fix it, not 'pushing' first?

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The following accident analysis information was presented in the June 2011 Issue of Sport Aviation magazine ... 10-Years of Accidents and Causal Factors THE GENERAL AVIATION JOINT STEERING COMMITTEE (GAJSC) and Safety Analysis Team (SAT) continues to focus on data-driven risks and solutions. To begin that process, the fatal GA accident range of 2001—2010 was

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Please take a few moments to listen as a Gulfstream G550 Chief Pilot discusses transfer of skill in on-aircraft upset recovery training using an aerobatic airplane. Mr. Bob Leahy has flown Gulfstreams for 30 years and graduated from the APS 3-Day Professional Pilot Upset Recovery Training program in May 2011.

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Dr. Albert Gusenbauer came all the way down from Canada to develop his flight skills in stall/spin, upset prevention & recovery training and to spend a few extra days to take advantage of some customized aerobatic instruction. As a relatively new 250-Hour pilot, Albert clearly communicates the value of the APS training strategies and methods

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An Exec Jets pilot participated in the APS Professional Pilot Upset Recovery Training on-aircraft program this week and graduated yesterday. He was interested in leaving a few comments to be communicated to other pilots of all skill-levels in relation to being prepared for the Loss of Control In-Flight threat as a professional airman ...

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The following presentation was recorded live On Wednesday, April 20, 2011, at the NBAA Corporate Aviation Safety Seminar (CASS) in San Diego, California ... Summarizing 2 years of focused industry effort on systematically identifying and addressing the Loss of Control In-Flight (LOC-I) problem, the Royal Aeronautical Society's International Committee for Aviation Training in Extended Envelopes

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There are a number of research needs and deficiencies in training methodologies for upset/stall prevention and recovery training protocols. In an effort to address these gaps we offer the following outline. This high level framework and general sequence of training phases has been practically verified to yield consistent results in enhanced upset/stall prevention and recovery training (UPRT). The verified program delivery outlined below integrates on-line computer-based training, instructor-led training, on-aircraft platforms and level D full flight simulators. Despite the content, sequence, methodologies and specialty topics delivered by a training organization, the success of any training program is directly related to the individual instructor’s ability to present a building block approach appropriate to, and tailored to, the individual pilot-in-training. UPRT is often an individualized training process due to both its inherent complexities and the widely varying experience levels of commercial pilots. The extent, depth and duration of the training program can vary significantly as a function of the baseline knowledge and skill of both the Instructor Pilot and trainee involved in the training process.

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Bryan Burks with ALPA speaks on research and on-going advancements in upset prevention and recovery training in the aviation industry. Groups addressed include the FAA Stall Stick Pusher Working Group, CAST, EASA 60-Second Group and the RAeS ICATEE. ALPA makes a resolution to integrate the Airplane Upset Recovery Training Aid ...

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The Crew Resource Management (CRM) aspect of Upset Prevention & Recovery Training (UPRT) is particularly challenging due to the wide spread inconsistency of UPRT in the commercial aviation industry. Although there is value in one crew member being comprehensively trained in the airplane upset/stall discipline, the addition of another crew member in the decision making

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The assumption that pilots already have a safe level of measurable skill in dealing with upset scenarios outside their small flight-envelope/attitude comfort zone, is not supportable by statistics or formal research. In many ways, pilots need to be taught fundamental all-attitude flight skills as the core focus of upset recovery training as they do not have any experience whatsoever to fall back on. Even worse, in threatening upset situations, as pilots quickly become overwhelmed and start panicking on the flight controls, they tend to go with what they know. Typically, the panicking pilot has no idea their 20,000 hours of flight skills and learned flight control instincts are predominantly invalid when dealing with the loss of control in-flight threat beyond certain parameters...

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If you speak to any upset recovery instructor you can find who teaches a true fully comprehensive all-attitude all-envelope upset recovery program, they will tell you flight hours, ratings, certificate level and aerodynamic book study makes very little difference in how practically prepared civilian pilots are to deal with a significant airplane upset scenario. Exceptions do exist but they are extremely rare.

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Mesa, AZ – Aviation Performance Solutions, LLC (APS) announces the release of its online upset recovery training academic program previously only available to pilots participating in-person at the APS Emergency Maneuver Training campus at the Phoenix-Mesa Gateway Airport in Arizona USA. Over a decade in development, this 'pilot skills training enhancement course' will further support the APS commitment to providing pilots of all experience levels the knowledge necessary to be academically prepared to address aviation's most lethal threat, loss of control in-flight.

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Enter APS Emergency Maneuver Training, whose motto is ‘to fly another day.’ APS is located in Mesa, Arizona, and is one of a handful of schools around the country that offers upset training to pilots of all backgrounds. APS is one of the few that is 141 approved, and that is dedicated to this type of training. We recently completed the APS Professional Pilot Upset Recovery Training Course, which included the core upset recovery program, spin training and instrument recovery training. While there are a number of schools that offer this type of training, we feel that APS offers an excellent value based upon the qualifications of the instructors, the quality of the curriculum, and the suitability of the airplane used.

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The video below provides a brief overview of how to navigation our online course titled Preparing for Practical Upset Recovery Training. As a monthly subscription program it allows pilots from around the world to participate in the industry's most comprehensive online course in upset recovery ever created. We continually update the course and even provide

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The understanding of how wing shape dramatically effects stall characteristics and resulting aircraft behavior is another critical element of upset recovery and stall/spin training techniques. In the video clip below, Clarke "Otter" McNeace, discusses the general concepts of wing design as they relate to a comprehensive upset recovery training program.

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At APS we see our typical formation training students requiring a minimum of 5-days and around 10-hours of flight training to become comfortable with the basics of Formation Flying. With that said, there are some "natural formation pilots" ... they just aren't human. Enjoy!

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This video takes just a few minutes to give clients preparing for training a few tips how to be best prepared. Clarke "Otter" McNeace (Director of APS Flight Training) discusses the All-Attitude Upset Recovery Technique, expected flight schedule and how to physically/mentally prepare for a fun challenge.

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