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All attitude Upset Recovery Unusual Attitude Training

Single Pilot Training Curriculum • Citation / Eclipse Jet

Four hour ground school covering all factors of each flight lesson. Pre/post flight briefings. Five lessons Attitude Training (Part I) in Extra 300L/LP aircraft. Optional three lesson Disorientation Training in Extra 300L/LP (Part II). Endorsements  and Letters of Completion as required.

Conforms to FAA Advisory Circular AC 61-137 for single pilot aircraft training

Includes training items for Eclipse and Citation pilot training curriculums

Flight Concepts

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

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
   

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

6. •Pitch Mis-Trim
   

7. •Mountain Wave Encounter
   

8. •Wake Vortex Encounter and Insidious upset encounter (replicates the situation resulting from inattention, distraction, "soft" unannunciated autopilot failure)
   

Disorientation & Advanced Training

Optional 3 flight lessons in Extra 300L/LP

1. •Chandelle, Accelerated Stalls, Secondary Stalls, Cross Controlled Stalls
   

2. •Inverted Flight / Inverted Turns / Inverted Stalls
   

3. •Botched Recovery From Stall
   

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

5. •Nose Down Recoveries
   

6. Contact us to learn more »
   

Corporate Pilot Training Scenario

Level III Upset Recovery Unusual Attitude Training

1. •3-5 hour ground school
   

2. •5 lessons in Extra 300L/LP
   

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
   

5. •Letter of Completion and log book entires as required
   

6. Contact us to learn more »
   

Why Upset Recovery Training

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.

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Set a new standard for Safety

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.

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Proficient Pilot; what, spin me?

by Barry Schiff 

AOPA December 2007 Volume 50 / Number 12                                                                  

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.

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