UPRT Workshop
The statements contained herein are based on good faith assumptions are to be
used for general information purposes only. These statements do not constitute an
offer, promise, warranty or guarantee of performance.
Captain John Steinnes, Boeing 737 Chief Technical Pilot
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UPRT – Prevention or Recovery?
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Loss of Control-Inflight Countermeasures
UA → URT → U PRT
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Unusual Attitude Definition
• Nose high pitch > 25 Degrees
• Nose low pitch < -10 Degrees
• Bank angle > 45 Degrees
• Airspeed inappropriate for phase of flight
• Or an Undesired Aircraft State
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FAA Part 121 Requirements
All part 121 air carriers, including those who train under an Advanced Qualification Program
(AQP), are required to conduct UPRT beginning March 12, 2019. The requirement for part 121
pilots to receive upset training is statutorily mandated in Public Law 111-216, Section 208 and the
FAA does not have the authority to exempt any part 121 air carrier from this requirement. Air
carriers must include UPRT [and stall event training] for pilots during:
• Initial training
• Transition training
• Differences and related aircraft differences training (if differences exist)
• Upgrade training
• Requalification training (if applicable) and
• Recurrent training
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FAA Part 121.423 Pilot: Extended Envelope Training
a) Each certificate holder must include in its approved training program, the extended envelope
training set forth in this section with respect to each airplane type for each pilot. The extended
envelope training required by this section must be performed in a Level C or higher full flight
simulator, approved by the Administrator in accordance with § 121.407 of this part.
b) Extended envelope training must include the following maneuvers and procedures:
(1) Manually controlled slow flight;
(2) Manually controlled loss of reliable airspeed;
(3) Manually controlled instrument departure and arrival;
(4) Upset recovery maneuvers; and
(5) Recovery from bounced landing.
a) Extended envelope training must include instructor-guided hands on experience of recovery
from full stall and stick pusher activation, if equipped.
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Our Goal – To Meet and Exceed all Global Standards
FAA
- 14 CFR Part 121.423-Pilot: Extended Envelope Training
- 14 CFR Part 60 FTSD Evaluation and Qualification for Extended Envelope Training
- AC 120-109A Stall Prevention and Recovery Training
- AC 120-111 Upset Prevention and Recovery Training
- AC 120-123 Flight Path Management
EASA
- Opinion No 06/2017 Loss of Control and Recovery Training
- EASA NPA 2017-13 Flight Simulation Training Device Requirements
CASA Consultation Draft: Guidance on Upset Prevention and Recovery Training
ICAO Document 10011: Manual on Aeroplane UPRT
IATA Loss of Control In-Flight (LOC-I) Prevention
ICATEE International Committee for Aviation Training in Extended Envelopes (Royal Aeronautical Society)
AUPRTA (Rev 2 & 3) Airplane Upset Prevention & Recovery Training Aid
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AC 120-111 Upset Prevention and Recovery Training
Enhanced instructor training on the limitations of simulation
Comprehensive pilot academic training on aerodynamics
Early recognition of divergence from intended flight path
Upset prevention through improvements in manual handling skills
Training that integrates Crew Resource Management (CRM) including
progressive intervention strategies for the pilot monitoring
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AC 120-109A Stall Prevention and Recovery Training
Reducing Angle of Attack (AOA) is the most important pilot action in recovering from an impending
or full stall.
Pilot training should emphasize teaching the same recovery technique for impending stalls and full
stalls.
Evaluation criteria for a recovery from an impending stall should not include a predetermined value
for altitude loss. Instead, criteria should consider the multitude of external and internal variables that
affect the recovery altitude.
Once the stall recovery procedure is mastered by maneuver-based training, stall prevention training
should include realistic scenarios that could be encountered in operational conditions, including
impending stalls with the autopilot engaged at high altitudes.
Full stall training is an instructor-guided, hands-on experience of applying the stall recovery
procedure and will allow the pilot to experience the associated flight dynamics from stall onset
through the recovery. (e.g., increased buffet, reduced stability and control, and roll off)
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AC 120-123 Flight Path Management
• Flight Path Management is the planning, execution, and assurance of the guidance and control
of aircraft trajectory and energy, in flight or on the ground.
• Ensuring that the aircraft is on a safe and correct flightpath is the highest priority of all pilots on
the flightcrew.
• Each pilot is responsible for:
• Being fully aware of the current and desired flightpath of the aircraft, and
• Being fully capable of manually flying the aircraft to achieve the desired flightpath.
• The following chapters include guidance:
Chapter 3, Manual Flight Operations.
Chapter 4, Managing Automated Systems.
Chapter 5, Pilot Monitoring (§ 121.544) (including attention management).
Chapter 6, Energy Management.
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Our Philosophy
• Design a UPRT/EET training program that meets or exceeds global standards.
• Emphasize Crew Resource Management and Threat/Error Management skills.
• Reinforce role of the Monitoring Pilot(s) and Flight Path Management.
• Improve Manual Flying Skills and effective use of Automation.
• Support simulator stall models with actual aircraft data.
• Mitigate negative transfer risk with realistic scenarios and effective instruction.
• Require rigorous instructor training and standardization.
• Use portable tablet for UPRT/EET scenario activation and to provide student
feedback.
• Use data and instructor/customer feedback for continuous improvement.
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Competency Based Training-Assessment (CBTA)
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Knowledge
Flight Path Management - Manual
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Flight Path Management -
Automation
UPRT Workshop
Building Block Approach
Application of Procedures
Workload Management
Situation Awareness
Problem Solving &
Decision Making
The Boeing Company
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Mnemonic for Priorities
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FLY Focus ACT
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Threat and Error Management
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737 MAX FAA Type Rating Footprint (CBT-A)
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Flight Path Management - Manual
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737 MAX Type Rating UPRT Lesson Profile
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737NG/MAX UPRT Lesson Profile
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Boeing UPRT Instructor Training Course
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Boeing Instructor Tool
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Instructor Operator Station Improvements
• Regulations require an instructor
feedback mechanism
• FSTD validation envelope
• Flight control inputs
• Aircraft operational limits
• Boeing has developed a tablet
based solution
• Cost effective (especially for older
devices)
• Provides instructors with an efficient
and effective tool for feedback
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UPRT Workshop The Boeing Company
“UPRT – The Movie” is available on My Boeing Fleet
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UPRT Workshop The Boeing Company
Summary
• UPRT creates awareness
Stalls and upsets do occur
• Enhances flight training
Manual Flight Control Skills
Automation management
Pilot Monitoring Skills
• Prevention and Recognition
Flight Path Management
Crew Resource Management
Threat and Error Management
• Maneuver/Scenario Based Training
Increases crew competence
Improves confidence
Develops resilience
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Questions? The statements contained herein are based on good faith assumptions are to be
used for general information purposes only. These statements do not constitute an
offer, promise, warranty or guarantee of performance.
Thank You
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