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APS Adds Master Upset Training Flight Instructor in Alabama


Nick 'Outback' Treglia, APS InstructorAPS Upset Prevention and Recovery Training instructor pilot Nick ‘Outback’ Treglia has received his Master Certificated Flight Instructor-Aerobatic accreditation. With extensive pilot experience, objective third party recognition, and rigorous UPRT specific training, APS instructor pilots are the most qualified in the world to teach Upset Prevention & Recovery Training (UPRT) .

Original PRWeb Press Release: APS Adds Master Upset Training Flight Instructor in Alabama

MESA, ARIZONA – November 9, 2017 – Aviation Performance Solutions (APS), a global flight training organization specializing in Upset Prevention and Recovery Training (UPRT), is proud to announce another Master Certificated Instructor-Aerobatic (MCFI-A), Nick ‘Outback’ Treglia. Nick is a retired Naval Aviator with over 9,000 flight hours and thirty years professional aviation experience. His extensive experience in aviation, MCFI-A accreditation, and ongoing Upset Prevention & Recovery specific training certify him among the most qualified instructors in the world to teach  Upset Prevention & Recovery Training (UPRT). Read Nick’s full bio: apstraining.com/nick-outback-traglia/

The MCFI-A achievement, accredited by Master Instructors LLC, represents a strong commitment to excellence and also to aviation safety. As the FAA states in multiple advisory circulars and ICAO proclaims in their Manual on Aeroplane UPRT, a well qualified instructor is the most essential component in the delivery of safe and effective UPRT.
“APS is committed to hiring and training the most qualified instructors in the world, and part of that training is attaining the MCFI-A designation.“ says Paul BJ Ransbury, president of Aviation Performance Solutions. “These training standards ensure our customers’ confidence that their instructor has met and surpassed the highest levels of certification by objective, third party evaluators as well as the stringent APS standards of excellence in UPRT-specific training and the absolute best practices in the industry.”

ABOUT THE MASTER INSTRUCTOR DESIGNATION

The Master Instructor designation is a national accreditation recognized by the FAA. Candidates must demonstrate an ongoing commitment to excellence, professional growth, and service to the aviation community, and must pass a rigorous evaluation by a peer Board of Review. Much like a flight instructor’s certificate, it must be renewed biennially.  Simply put, the Master Instructor designation is a means by which to identify those outstanding aviation educators who are demonstrating an ongoing commitment to excellence, professional growth, and service to the aviation community.   
Learn why the Master Certified Flight Instructor program matters to APS.

ABOUT AVIATION PERFORMANCE SOLUTIONS

Aviation Performance Solutions LLC (APS), headquartered at the Phoenix-Mesa Gateway Airport in Mesa, Arizona, trains thousands of professional pilots and instructors in comprehensive Upset Prevention and Recovery Training skill development. APS provides integrated LOC-I solutions via industry-leading computer-based, on-aircraft (jet and piston), and full-flight simulator Upset Prevention & Recovery Training (UPRT). All training is in full compliance with the Airplane Upset Recovery Training Aid, FAA Advisory Circular 120-109A on Stall Training, ICAO Manual on Aeroplane Upset Prevention and Recovery Training, IATA Guidance Material and Best Practices for the Implementation of Upset Prevention and Recovery Training, and the FAA Advisory Circular 120-111 on Upset Prevention and Recovery Training. APS is the only Part 141 Flight School certified in the delivery of complete upset prevention & recovery, stall/spin and instrument upset recovery training courses worldwide. With additional training locations in Texas (USA), The Netherlands (Europe), and military division in Alabama (USA), APS provides global access to the highest quality Upset Prevention and Recovery Training available.


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Comments:

  1. All texts say stall is caused by exceeding the critical angle-of-attack…Wrong! That
    is when stall occurs.
    The cause of stall is the aircraft being pitched to the extent it attains that critical
    angle-of-attack, ie. pulling and holding the elevator control aft. Turbulence, upset
    or any other inadvertent change of attitude will not sustain stall if not holding the
    control wheel aft.
    The pilot causes stall!! Don’t want to stall…don’t pull and hold! Moving the
    elevator is changing angle-of-attack and allowing change of indicated-airspeed.
    Pulling is increasing pitch (angle-of-attack) telling the machine to keep slowing.
    Releasing manual input allows the machine to instantly resume the current
    elevator trimmed angle-of-attack setting.
    It is even possible to let the aircraft fly as designed, just use power change for
    climb or descent and ease some rudder to attain a desired bank angle. We don’t
    have to touch the control wheel from start of taxi to landing roundout. If changing
    indicated-airspeed in flight, push or pull the control wheel slightly and with
    coordination of thrust, trim the elevator to the desired indicated-airspeed then
    release it again.
    At a trimmed indicated-airspeed, if not on the specific altitude desired, adjust the
    power slightly until at that altitude then coordinate the power for constant
    altitude flight.
    All the elevator does is change the angle-of-attack causing a related indicatedairspeed.
    Power determines the altitude to be flown.
    This is what is called “Hands-Off” controlling. Try it you might like it.
    An important reference about this can be found in the Mar/Apr 2014 FAA Flight
    Safety-Briefing, page 13.

    1. Hi Bob – Thank you for the post and your interesting commentary.

      A stall ‘occurs’ when the Critical Angle of Attack (AOAc) has been exceeded. A stall ‘is caused’ by AOAc being exceeded for a number of reasons for which the pilot is the predominant contributor. The additional contributions to ‘causing’ the stall beyond just the pilot are not usually well understood, especially by pilots with experience isolated to one particular domain of operational flight experience such as general aviation operations in light airplanes.

      Let me explain in some detail. The assumption that all airplanes perform the same when it comes to determining the cause of aerodynamic stalls is over-simplified. In more advanced airplanes (and even in some light general aviation airplanes), factors such as runaway trim, elevator mistrim, aggressive yaw induced roll through inappropriate pilot response (especially cyclic rudder inputs with varying levels of control column input), auto-pilot mismanagement, speedbrake and/or spoiler deployment, high thrust application with underwing mounted engines at low altitude, untimely configuration changes at high AOA, and so forth can also be causal and/or contributory to the resulting stall event. In some conditions in some airplane types, just letting go of the controls in a stall is not sufficient. Moreover, letting go of the controls in this type of situation is not a response that is natural even if it was sufficient. Pilots lacking all-attitude, all-envelope experience when faced with an unintentional stall condition in the operational environment typically respond instinctively, yet incorrectly, in a manner that perpetuates the stall irrespective of their level of theoretical knowledge. This is usually presented by the pilot instinctually pulling back on the elevator in an attempt to hold the nose up and arbitrarily applying rudder inputs that can drive a recoverable stall condition towards a potentially unrecoverable spin. Real-world airplane upsets rarely happen as they do in training where they are planned, in coordinated flight, and/or entered under the traditional 1-G load conditions. Quite the opposite is typically the case; the unexpected stall event is unplanned, uncoordinated, and accelerated (under load above 1-g flight) while the pilot is distracted by situational factors not present in the training environment.

      While the primary focus of effective Upset Prevention and Recovery Training (UPRT) is awareness and prevention, a robust program such as the UPRT provided by APS also develops the pilot’s ability to consistently and effectively respond correctly in a time-critical, life-threatening situation to properly reduce AOA no matter how they got there, to include upset recovery. An assumption by pilots that they will, without proper UPRT, just ‘do the right thing’ as a result of someone just telling them to do so is not supported by statistical evidence nor by our own observations of highly experienced pilots going through the process of developing new skills, disciplines, and resilience to perform correctly under adverse upset conditions. Regrettably, it’s been shown time and again through post-crash analyses by accident investigators that the pilots that need UPRT the most are those that have convinced themselves that they don’t.

      APS establishes expanded aerodynamic insights paired with correct practical responses in a broad manner that are technically correct across a wide scope of flying operations. At APS, this scope encompasses every sector of fixed-wing aviation to include flight schools, owner-operators, corporate/executive flight departments, airlines, and military and government agencies. Thank you very much for your comments. They have generated important discussions.

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