APS Training, Fighter Combat, Unusual Attitude Recovery, Eclipse Jet Upset Recovery Training, Citation Mustang Upset Recovery Training, Spin Training, Aerobatics, Orlando, Deland, Sanford, Vero Beach, Daytona, Embry Riddle, Delta Connection Academy, Regional Airline Academy, FlightSafety, Air Orlando, Avion, Extra 300, Pitts, Keith Lickteig, Paul Mauro, Orlando Sanford Airport, South East Ramp, Southeast Aero, Patty Wagstaff, Craig Fordem, Aerobatic Experience, St. Augustine, IAC, Flying, Acro, Ft. Lauderdale Air & Sea Show, Airshow, Sun n Fun, Daytona Airshow, Stuart, Tampa, RedBull Air Race

APS Training, Fighter Combat, Unusual Attitude Recovery, Spin Training, Aerobatics, Orlando, Deland, Sanford, Vero Beach, Daytona, Embry Riddle, Delta Connection Academy, Regional Airline Academy, Flight Safety, Air Orlando, Avion, Extra 300, Pitts, Keith Lickteig, Paul Mauro, Orlando Sanford Airport, South East Ramp, Southeast Aero, Patty Wagstaff, Craig Fordem, Aerobatic Experience, St. Augustine, IAC, Flying, Acro, Ft. Lauderdale Air & Sea Show, Airshow

Flight deck crews have to be prepared for the unexpected. Looking back, it was my spin and basic aerobatic training that allowed me to quickly recognize my aircraft attitude when flying through the wake of a company heavy on decent into Newark airport. Smooth precise inputs and the ability to keep a cool head kept my aircraft flying safe.

Capt’n David Hackett

Delta Airlines

In October 1996, the NTSB Safety Board issued Safety Recommendation A-96-120, which recommended that the FAA require 14 CFR Part 121 and 135 operators to provide training to flight crews in the recognition of and recovery from unusual attitudes and upset maneuvers, including upsets that occur while the aircraft is being controlled by automatic flight control systems, and unusual attitudes that result from flight control malfunctions and uncommanded flight control surface movements. As we have passed the turn of the century, commercial and general aviation are facing a period of dramatic change, portents of which are already evident in changing pilot demographics, cockpit technology (found aggressively in the GA sector), and planned changes in the NAS environment. These circumstances will inevitably create greater challenges for the training of flight-crew and other operations personnel to assure proficiency commensurate with safety in a changing environment is maintained. With the critical demand for new hire pilots at US and foreign air carriers, a great deal of the training responsibility is now placed on training academies throughout the US to now provide this valuable training,  producing safer, more highly skilled pilot candidates


Airplane upsets happen for a variety of reasons. Some are more easily prevented than others. Improvement in airplane design and equipment reliability continues to be a goal of airplane manufacturers and others. The industry has seen improvements to the point that airplane upsets happen so infrequently that pilots are not always prepared or trained to respond correctly. Airplane upsets that are caused by environmental factors are difficult to predict; therefore, training programs stress avoidance of such phenomena, but this is not always successful. The logical conclusion is that pilots should be trained to safely recover an airplane that has been upset. For this training to be implemented, it needs to be supported by the top management within all airplane operators. flight dynamic fundamentals for recovering an airplane that has been upset.

FLIGHT SCHOOLS   PART 141,142, and 61

All Attitude Recovery offers numerous training scenarios to meet these needs of your flight department. Our 141 syllabus has already been approved for flights schools and can custom tailor additional courses to meet your companies needs and goals.

All Attitude Recovery lets your organization be a leader in flight training and safety by creating more highly skilled and safer pilots, not to mention the image and branding gains you receive by offering such training and aircraft. If money wasn’t a concern all schools would offer this training and have fleets of Extra 300 aircraft. This is why All Attitude Recovery is the best option for your school. We provide the aircraft, instructors, insurance, and  course syllabus, at flat rate pricing with no monthly commitment.

All Attitude Recovery instructors have years of instructing experience. Our instructors are dedicated to upset recovery training and are experts in the field.

WHY CONTRACT UPSET TRAINING?

There are many benefits in contracting upset recovery training. Start with safety. Our skilled instructors specialize in flying high performance aerobatic aircraft and do not teach anything but aerobatics and upset recovery with over 5000 hours of aerobatic and Extra 300 experience. Our fleet of new Extra 300 series aircraft provides a wide operating envelope and is the strongest aerobatic aircraft certified in the world, period.

Adding upset recovery to your training syllabus costs your company nothing. All Attitude Recovery supplies the aircraft, instructors, training syllabus, and insurance at no cost to you.

Plus, adding upset recovery and basic aerobatics increases your schools marketability. All Attitude Recovery provides you with print ready stock to be added to your marketing layouts.

Simply put, All Attitude Recovery upset training gives your students valuable training, increases your schools marketability, and provides you with significant returns ... with no capital investment.

BENEFITS INCLUDE

  1. •Training at your facility available for groups

  2. •No capital outlay for additional aircraft purchase.

  3. •No monthly commitment or cash liabilities.

  4. •Reduced payroll. All Attitude Recovery provides instructors and pays their salaries.

  5. •Fleet flexibility. All Attitude Recovery can add to its aircraft fleet to meet your demand.

  6. •One week course completion. Keeps your students on track and on schedule.

  7. •No additional aircraft maintenance.

  8. •Markup Ability. Fixed training price allows for product markup to your clients.

  9. •No hangar / storage / evacuation costs.

  10. •Reduce management load. Frees up personnel to concentrate on other tasks.

  11. •Allows for greater product growth/flexibility and ROI. College programs / international contracts.

  12. •Up and running NOW.

© 1997-2009 Keith Aviation Airshows, llc

WHY UPSET RECOVERY TRAINING

26’

9’

23’

TRAINING AIRCRAFT  EXTRA 300L / 300LP

141/61 SCENARIO

  1. •3 and 4 hour ground schools

  2. •3-5 lessons in Extra 300 aircraft

  3. •Flight / MCA, Basic Stalls, Turning Stalls, Aileron Rolls, Loops, Accelerated Stalls, Cross Controlled Stalls, Secondary Stalls, Inverted Flight, Wing-Over, Vertical Attitudes, Basic Unusual Attitudes, Basic Spins, Spin Entry, Spin Recovery, Spiral, Advanced Unusual Attitudes, Advanced Spins (accelerated, cross controlled, crossover, flat)

  4. •Pre/Post Flight briefs

  5. •Spin & High Performance Endorsement (as required)

GA / CORPORATE SCENARIO

  1. •3 hour ground school

  2. •5 lessons in Extra 300 aircraft

  3. •Flight / MCA, Basic Stalls, Turning Stalls, Aileron Rolls, Loops, Accelerated Stalls, Cross Controlled Stalls, Secondary Stalls, Inverted Flight, Wing-Over, Vertical Attitudes, Basic Unusual Attitudes, Basic Spins, Spin Entry, Spin Recovery, Spiral, Advanced Unusual Attitudes, Control Failure, Zoom Maneuver

  4. •Pre/Post Flight briefs

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SET A NEW STANDARD FOR SAFETY

PROFICIENT PILOT; WHAT, SPIN, ME?

by Barry Schiff 

AOPA December 2007 Volume 50 / Number 12                                                                   Also visit BarrySchiff.com


Some years ago I discovered with dismay that, oops, my flight review was going to expire in two days. I quickly called a local flight school and thankfully was able to schedule an instructor and a Cessna 172 for the next day. During the subsequent flight, the young man in the right seat requested that I perform a power-on stall. I lifted the nose above the horizon and waited for the speed to bleed. "Hey, the ball's not centered," the instructor admonished sharply. I looked momentarily at the slip-skid ball and saw that it was bisected by the left lubber line. Yes, I was holding too much right rudder. What bothered me, though, was not the criticism. No one flies an airplane perfectly. Rather, I was confused by the instructor's tone. I had the distinct impression that the skidding transgression had made him nervous. No problem. I released a little rudder pressure, watched the ball return to its cage, and continued applying back pressure until the airplane stalled.

After the flight and while walking across the ramp, I asked the instructor why that slightly skidding approach to a stall seemed to make him so apprehensive. "You should know better than to ask that," he said. "If you stall while skidding we could wind up in a spin." He replied in a way that convinced me that he had a serious aversion to spinning an airplane, even one like the older 172 I flew that is certificated to spin (in the Utility category). Had the airplane begun to roll right at the beginning of departure from controlled flight, immediate forward pressure on the control wheel would have resulted in quick and effective recovery. The Skyhawk is particularly docile in this regard.

After a lengthy and very private discussion, the instructor eventually confided that he had never performed a spin. This was despite the spin endorsement in his logbook that is needed to become a flight instructor. In aviation's Neolithic Era when I became a CFI, three types of spin entry (normal, over-the-top, and under-the bottom) had to be demonstrated to the CAA inspector during the flight test. In later years the FAA (CAA's successor) eliminated the requirement for those maneuvers and required only that instructors obtain an endorsement from another instructor attesting to his spin competency, an endorsement that frequently represents only minimal or no spin training. To me, substituting an endorsement for the required demonstration of spin competency was a step backwards. Instructors need to understand and demonstrate the ways in which students can cause inadvertent spins and be comfortably proficient in recovering from them. For that matter, all pilots should know more about spinning than is taught today, which is virtually nothing.

There are two prevailing schools of thought regarding spin training. The first is the Old School and was advocated by noted aviation author and spin impresario, William Kershner, who recently flew west. He urged that all pilots take spin training because ,"it builds their confidence, reduces their anxiety, and makes them safer." Many agree with him.

The New School preaches that the best way to prevent spin accidents is to teach pilots how to avoid inadvertent stalls. After all, if a wing does not stall, the airplane cannot spin. This is true. The problem with this concept is that the associated training goals have not been met. There continue to be a number of stall/spin accidents every year.

Personally, I believe that it is wrong not to have some experience in spin recovery. Just ask someone who has inadvertently begun a spin without realizing it until it was too late. Oops. That's not possible.

On the other hand, learning to make a three-turn spin and scaring yourself in the process does not make a lot of sense either. One reason that spins were eliminated from student training curricula was so that those contemplating learning to fly would not be discouraged by the daunting prospect of having to spin (especially during times when student starts are dismally low).

The answer, I think, is a compromise between the Old and the New. Pilots should learn how to enter and recover from an incipient spin, the initial phase of spin entry. This, after all, is what is most likely to save your life. The maneuver is not nearly as frightening or dramatic as a fully developed spin with the nose seemingly pointed straight down.

The concept of spin training is controversial and may never be completely resolved, but pilots have the luxury of deciding for themselves. Learning firsthand the causes of spin entry and developing the proficiency needed to avoid and recover from a spin is satisfying and could have life-saving benefits.


© Aircraft Owners and Pilots Association 421 Aviation Way  Frederick, MD 21701 Phone 800/872-2672 Fax 301/695-2375

      Training provider to

FlightSafety

       International

Single Pilot Training Curriculum

Four hour ground school covering all factors of each flight lesson. Pre/Post Flight Briefing Five Lesson Attitude Training (Part I). Optional Three Lesson Disorientation Training (Part II). Endorsements  and Letters of Completion as Required


Flight Concepts (ground & air)

  1. •Orientation of lift vector through roll attitude

  2. •Earth centered attitude awareness

  3. •Distinction between aircraft attitude and angle of attack

  4. •Altitude required for vertical maneuvering

  5. •Recognition and control of cockpit g forces, and Thrust control during pitch changes


Flight Techniques (air)

Required five flight lessons

  1. •Lift vector orientation and control past 90 degrees of roll •Lift vector magnitude control

  2. •Use of more / less than 1g for flight path control

  3. •Ballistic (0g) flight, and Ability to maintain -1g (inverted) flight for flight path control

  4. •60 degree banked turns

  1. •Wingover, 0g pPushover, Aileron Roll,Roll Reversal, Barrel Roll, Half Cuban 8, Inverted flight

  2. •Pitch Mis-Trim

  3. •Mountain Wave Encounter

  4. •Wake Vortex Encounter and Insidious upset encounter (replicates the situation resulting from inattention, distraction, a "soft" unannunciated autopilot (AP) failure, or other subtle entries)


Disorientation & Advanced Training (ground & air)

Optional 3 flight lessons

  1. •Chandelle,

  2. •Accelerated Stalls, Secondary Stalls, Cross Controlled Stalls

  3. •Inverted Flight / TurnsInverted Stalls

  4. •Botched Recovery From Stall

  5. •Upright Spin, Crossover Spin, Inverted Spin, Accelerated Spin, Spin from Unusual Attitude

  6. •Nose Down Recoveries




CONTACT US FOR INFORMATION & BOOKING

Eclipse Jet / Cessna Citation    upset recovery training

Conforms to FAA Advisory Circular AC 61-137

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NEW • 4 Mission Upset Recovery for Pilots $2275*

4 lessons in Extra 300LP. Study all aspects of upsets from wake turbulence, departure and approach stalls, spins, and numerous other scenarios.

5  Mission Upset Recovery for

Pilots • $2800

5 full lessons in Extra 300LP and associated ground school. Study all aspects of upsets from wake turbulence, departure and approach stalls, spins, and numerous other scenarios.

Includes spin / high performance endorsement and letter of completion for aircraft owners insurance discount.

Our most complete package. Group rates available.

Spin & High Performance Endorsements $585*

At least one hour ground briefing and discussion of advanced spins beyond those required for CFI. At lest one hour in the aircraft not only demonstration your CFI knowledge but learning more.

CONNECTION ACADEMY