Upset
training to prepare pilots for the unexpected and take the place of a flight
review.
By Julie
Boatman, 09 February 2021
(I have made
edits annotated with [] and …)
I
remember flow states,
during times of stress in the airplane, when time slows down just a bit—enough
to help me manage a given situation deliberately and appropriately.
There is no flow today. Flashing back to two days ago, I recall a
comment that has lodged in my mind, and I work hard to apply those words to the
situation at hand: “It’s just a position in the sky that you have to deal
with.”
So
says Mike Burke, instructor for Prevailance Aerospace in Chesapeake, Virginia, as we’re finishing up the
first ground session of a three-day upset-prevention-and-recovery training
course that I’ve signed on to; UPRT trains pilots to recognize and recover from
unusual attitudes and aircraft upsets.
The
syllabus calls for three instructional sessions, each followed by an hour-long
flight in one of the school’s Extras—a 330 or 330LX. Fortunately, I’m in a class of one, and the
training is designed to flex for just such occasions because the UPRT flights
need to be flown in good VFR conditions, with enough ceiling, visibility and
cloud clearance for the tasks ahead.
We
soldier ahead through the second ground session. By the time we begin tackling
the third, the weather has cleared to CAVU. Vanessa Christie, founder
and president of Prevailance Aerospace, helps me strap into the seat-pack
parachute we’re required to wear for the aerobatic maneuvers ahead. Though I’ve
put on my own pack dozens of times, the company takes the extra precaution of
assisting its customers in the move, to ensure that it’s on just as tightly as
it needs to be and to help pilots get into the front seat in what may be a
relatively unfamiliar situation.
I’m
up front—the Extra is flown solo from the back—with only a handful of
instruments in front of me on the panel. The Sandia attitude indicator has the
breaker pulled because I’ll be recovering from each upset visually during this
course and to keep us from having to reset it. Burke has all the navigation in
the rear cockpit and a native’s familiarity with the airspace near us. He’ll
taxi out and take off so I can focus on the tasks ahead. [This isn’t an aircraft checkout].
The
first flight is spent reviewing basic aerobatics—wingovers, aileron rolls and a
loop—plus nonviolent upsets, involving recoveries from just past the standard
aerobatic limits of 60 degrees of bank and 30 degrees nose up or down.
I find it relatively easy to apply the steps I’ve been taught to recover—but
I’ve seen these attitudes before in an airplane.
My
moment of truth comes on the second day, during our third flight overall.
Normally, Prevailance doesn’t plan for two flights in a day … because of the
stress involved for the body and mind. But weather has forced our hand a bit,
and I’m game to try the third flight after a good morning session doing spins,
more aerobatics and bigger upsets.
The
last flight in the syllabus, like the others in the program, flexes to meet the
student’s progress at this point. Burke recognizes that I’m beginning to tap
out as I slow down during aerobatic moves that were coming together well just a
couple of hours prior. When we get to the upsets, he gives me the first—past
the vertical and a slow recovery to wings level. Then, after a bit of rest, he
sets up a simulation of the rapid-roll sequence experienced by a Challenger 604
crew after they encountered the wake of an Airbus A380 over the Arabian Sea in
January 2017.
There
is no more flow. I stop in my tracks as he leaves the 330LX inverted. I’m
unable to verbalize the first word of the checklist, “uncouple.” Eventually, I
flail through a roll to wings level. But it’s clear I have hit my limit. I just
smacked right into my personal wall, where the startle factor froze me in
place. We spend some time afterward just flying around, and I get my mojo back
as we practice a few more upright spins—which I find strangely comforting in
their normalcy—and we return to base. Mission accomplished.
The
Root Cause
The
Prevailance program derives the structure of its syllabus from years of
accident analysis and searching for the root causes of those that bent metal
and took lives. Scenario-based training—such as that used in the Advanced
Qualification Program—has been used in the airline industry and replicated
throughout commercial aviation. So, those pilots coming into Prevailance’s
course from large flight departments, such as PepsiCo’s, as well as airline
flying find familiar territory in the training, which was derived in part using
this structure.
Each
session picks apart an accident scenario and puts it into context. You might
ask the question, what does an Airbus A321 accident have to do with flying my
Cessna 172? More than you may think. You have an autopilot now for much of the
time, and the first step in breaking the accident chain in most scenarios is to
“uncouple,” or release the controls from the grip of the automation. The
“uncouple” beginning to the sequence I practiced in the A380 upset is a perfect
example. That’s just one correlation and a programmed move that we should be
ready for in the event of an upset.
But,
in general, we’re not ready. A recent informal poll conducted on Twitter asked
pilots: “How prepared do you feel you are for serious emergencies (of any type)?”
Fourteen percent said, “Very prepared,” in terms of procedures, flying
proficiency and systems knowledge; but 47 percent said they could “sharpen up a
bit,” and 33 percent said, “Not as much as I want to be.” Unfortunately, 6
percent said, “I’ll just deal with it.” (Results come from @sharigirltn’s
#FlightDeckMonday Twitter poll posted on September 21.) With that attitude, we
can almost predict those who will confront a real emergency and fall short.
Instead,
we need regular training sessions to tap into those skills and keep them fresh.
There’s evidence too that we need at least some of that training to be in the
airplane, as opposed to scenarios practiced in the sim alone. “You are much
more invested in a positive solution,” Burke says, pointing to the reality
that, no matter how realistic the simulation you’re in, you can always revert
to the ultimate get-out-of-jail-free card: the ability to stop the simulation
and go home.
As
Christie puts it: “There is no way to replicate the sight, sound and feel of an
upset or spin without experiencing it in an aircraft. Only if you’ve
experienced both in an aircraft—and put your body into the physiological
response of startle—can you replicate the recovery procedures when you need
them. Pilots can be surprised in a simulator, but they won’t have the true
manifestation of startle and without that, they can’t learn how to mitigate
it.”
Use It or Lose It
So,
I was trained up, right? Good to go? Not so fast. Six weeks later, I’m going
through the motions in the airplane I’ve been checking out in, and I find
myself working a bit to recover from the first unusual attitude given to me by
my back-seater. I struggle to recite cleanly what had come to me readily by the
close of the training in my summer session with Prevailance.
We
know from trials conducted by various groups that the “stickiness” of mnemonics
is critical when expecting pilots to apply them in flight following a training
session. In a research study conducted at the Netherlands Aerospace Centre in
2016, seasoned flight crews—both short-haul (Boeing 737NG) and long-haul
(747-400)—from the Dutch airline KLM were given ground-training and
flight-simulator sessions to determine how well they adopted a course of action
meant to mitigate the effects of startle and surprise on the flight deck. The
abnormal-situation recovery plan taught within this study followed three steps:
relax, observe, confirm—known as ROC. Roughly 70 percent of the crews came away
from the training confident that ROC would help ensure they took the proper
course of action following a startle event.
If
mnemonics are straightforward—simple is not necessarily the right word—and
unambiguous, they stay in a pilot’s mind a lot longer than a complex and
abstract string. Compare two that you probably have heard before. GUMPPS: gas,
undercarriage, mixture(s), prop(s), pump(s) and seat belt (with a C added in
there in the event you have cowl flaps or carb heat to manage). It’s applicable
in some way to every piston-powered airplane you’ve flown, and it forms a word
that doesn’t mean anything else. Contrast that with the DECIDE model, a vintage
mnemonic taught in legacy aeronautical decision-making texts. Each of the words
within it is too abstract to be memorable, and in case of an event in the
airplane, you’re just not likely to pull it out because your brain is already
on step three by the time the event is underway.
So,
was the sequence I learned in the UPRT course meeting those criteria of
straightforward and applicable? Yes, but because this was a relatively newly
learned skill, and I didn’t get up and practice right away, I needed additional
reinforcement. That delay could translate into our lives from a combination of
factors that we all face in some degree or another—such as a busy work
schedule, stressful life events, illness or loss of memory as we age.
Indeed,
the startle-and-surprise episodes we practiced in the UPRT course were only a
few examples of myriad instances in the airplane where a pilot might panic,
freeze or act impulsively. This also forms the psychological basis for the
course itself, even though only a selection of scenarios is covered in the
airplane. “Really, we are solving people problems,” Burke says, not aircraft
problems. You can nail the process by which you can move through a startle
response and apply it to a multitude of situations.
In
the end, that’s what I needed to solve for myself: the very human response I
had to the A380 upset and roll sequence. And the practice should continue,
repeatedly and regularly, as long as I fly.
A UPRT Syllabus
The
basis for the Prevailance syllabus is found in the advisory circular
covering UPRT, AC 120-109 “Stall Prevention and Recovery Training,” and aimed
at meeting the Part 121 flying requirements in AC 120-111, “Upset Prevention
and Recovery Training.” Compliance at the airline level is mandatory as of
March 2019 under the FAA; the requirement under the European Union Aviation
Safety Agency became mandatory in April 2019, including basic UPRT within
initial pilot training for the commercial pilot license and airline transport
pilot license.
The
core of the recovery process lies in this step-by-step procedure:
- Uncouple
(autopilot off, if using)/neutralize/analyze
- Push to
unload
- Roll to
recover
- Power
adjusted as needed
- Steps to return to the previous phase of
flight, if that makes sense
What can you do if a full-up UPRT course isn’t in the cards
right now? Take a look at the following sample accident scenarios, and discuss
them with your instructor in your next periodic proficiency session.
- February
2012: At Melbourne International Airport (KMLB) in Florida, a Cirrus SR22
crashed in the traffic pattern maneuvering to follow another airplane. (go here). Always search "probably cause".
- June 2009:
Air France Flight 447, en route from Miami to Paris, experienced an upset
following thunderstorm penetration. This is the airplane that stalled thousands of feet into the ocean. Article 1 and Wiki.
This story appeared in the December 2020 issue of Flying Magazine
