In this excerpt from the webinar Elevating the Jet Upset Training Gold Standard, APS VP of Compliance and Standards Clarke ‘Otter’ McNeace explains a major pilot licensing deficiency that allows Loss of Control In-flight to persist as the number one cause of fatalities in aviation. Using a graph representing all the possible attitudes an airplane could get into, he demonstrates the percentage of attitudes pilots experience day-to-day along with what they likely experienced in training, as compared to the total possible attitudes that you could experience in an aircraft.
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Dear Clarke, it is always a pleasure to review the videos that APS keeps posting concerning LOC-I and UPRT. I am fully supportive of the fact that flight crew should avail themselves into delving deeper into the recovery technique for jet upset and actually going over to industry leaders in the field, such as APS, to experience LOC-I on an actual aircraft, to feel the psychological and physiological response of the body when experiencing ‘g’ forces outside the realm of normal operations, all this of course under the tutelage of experienced UPRT instructor.
The FSTDs currently in place offer manoeuvres within the ‘orange’ box. This is what FSTD programmes are therefore designed for. Why? Because, in the limited time that is allotted to UPRT, crew need to feel confident and competent that they can fly out of an upset and not cause injuries to aircraft occupants!!! Also, the motion can be left ON and the flight crew can see that, their recovery manoeuvre, remained in the ‘green’ box on the Vn diagram and the Alpha/Beta plot shows that the recovery is validated in accordance with actual aircraft test data.
So … here comes the problem with FSTDs (in my onion of course). Once flight crew are given an unusual attitude beyond 60 degree bank and a pitch attitude beyond +/_ 30 degrees: 1. the motion needs to be OFF; 2. limits such as Vd/Md are 99% exceeded; 3. negative ‘g’s are noted on the Vn diagram. The end result is ‘negative transfer of learning’. This is the current state of FSTDs used for commercial aircraft such as the A320/A330. Again, I stand to be corrected. In ending, while maximum effort is done by facilitators of UPRT, such as myself, for crew to acquire the skill-set to recover from an upset condition, my hands are tied on the little I can provide despite the fact that I attend UPRT at APS 3 times. The tools currently in place for flight crew training with respect to UPRT are, are at best, very limited when compared to ‘the real thing’ that APS offers. Thank you for allowing me to share my views on the matter. My kindest regards, John