Tail Plane Stall: Differentiating from a Main Wing Stall

Severe icing conditions probably means icing beyond the capability of your aircraft’s deicing or anti-icing systems. Avoid prolonged operation in icing conditions. Flying on autopilot can mask the warning signs that tail plane icing is occurring and a tail plane stall imminent. Specifically, the pilot may not notice tactile feedback cues. Moreover, symptoms may not be noticed in cruise flight since the horizontal stabilizer is not working anywhere near its performance limit. The pilot may actually not notice any problem until flaps are lowered close to the ground ...

AeroSafety World: Guidelines in Upset Recovery Training by APS

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) [...]

Unloading in a Spiral Dive: Pushing, Rolling or Both?

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?

GAJSC Cites Loss of Control In-Flight as Fatality Leader in General Aviation 2001-2010

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 [...]

AF447 Update Implying Airbus A330 Loss of Control In-Flight

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 [...]

CAE and APS Collaborate on Advanced Jet Upset Recovery

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.

Deficiencies in Upset Recovery Training Methodologies

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.

Role of CRM in Upset Recovery Training

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 [...]

Are Upset Recovery Training Skills Transferable?

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...

Online Upset Recovery Training: Crucial to Every Pilot

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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