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Upset Prevention and Recovery Training
• LOC-I (Loss of Control in Flight) leading cause of fatalities in

commercial aviation, with very few, if any, survivors
• 37 in-flight, loss-of-control accidents between 1987 and 1996. (More

than 2200 fatalities)
• 2012, ICAO, EASA and the FAA combine efforts to face LOC-I
• LOC-I accident contributory factors categories:

1. aeroplane systems induced
2. environmentally induced
3. pilot/human induced
4. combination of the above
LOC-I accident contributory factors categories:
1. Aeroplane systems induced:

• Flight Instruments
• Autoflight Systems (lack of effective alerting)
• Flight Control and Other Anomalies
2. Environmentally induced:
• Lack of external references
• Clear Air Turbulence
• Mountain Wave
• Windshear
• Thunderstorms
• Microbursts
• Airplane Icing
• Wake Turbulence
3. Pilot/human induced:
• Instrument Cross-Check
• Adjusting Attitude and Power
• Inattention (lack of effective monitoring)
• Distraction From Primary Cockpit Duties
• Vertigo or Spatial Disorientation (one or more crew members)
• Pilot Incapacitation
• Improper Use of Airplane Automation
• Poor CRM
• Improper training
• The goal of the Airplane Upset Recovery Training is to increase

the pilot’s ability to recognize and avoid situations that can lead
to airplane upsets and improve the pilot’s ability to recover
control of an airplane that has exceeded the normal flight
regime
• Airplane upset recovery techniques are provided for pilots to
use to return an airplane to the normal flight regime once it has
been upset.
• Aeroplane Upset: An airplane in flight unintentionally
exceeding the parameters normally experienced in line
operations or training, normally defined by the existence of at
least one of the following parameters:
a) pitch attitude greater than 25 degrees, nose up; or
b) pitch attitude greater than 10 degrees, nose down; or
c) bank angle greater than 45 degrees; or
d) within the above parameters, but flying at airspeeds
inappropriate for the conditions.
• Unintentional: The aeroplane is not doing what it was intended

to do by the flight crew and is approaching unsafe parameters
• The pilot must not wait until the aeroplane is in a fully developed
upset before taking recovery action to return to stabilized flight
• Developing upset: Any time the aeroplane begins to
unintentionally diverge from the intended flight path or airspeed
• Developed upset: A condition meeting the definition of an
aeroplane upset.
• Post-stall regime: Flight conditions at an angle of attack
greater than the critical angle of attack
• Relationship between the definitions of ‘stall’ and ‘upset’
An unintentional stall is indeed a form of upset. Even though it may
not meet the pitch and bank attitude upset parameters, meets the upset
criteria of being at an inappropriate airspeed for the conditions.
aeroplane must first be recovered from the stall condition before any
other upset recovery action can become effective
• Aerodynamic stall: an aerodynamic loss of lift caused by
exceeding the critical angle of attack
A stalled condition can exist at any attitude and airspeed, and may
be recognized by continuous stall warning activation accompanied by
at least one of the following:
a) buffeting, which could be heavy at times;
b) lack of pitch authority and/or roll control; and
c) inability to arrest the descent rate;
• A stall must not be confused with an approach-to-stall warning
that occurs before the stall and warns of an approaching stall
• An approach to stall is a controlled flight maneuver
• A full stall is an out-of-control condition, but it is recoverable
Aerodynamics
Aerodynamics
• Low Speed: as aerodynamic control effectiveness diminishes
with lower airspeeds, the forces and moments available from
thrust become more evident. Increase Speed to make the
aerodynamic control surfaces become more effective
• Excessive speed: the first priority should be to reduce speed to
within the normal envelope
• Stall speeds are published in the AFM for each transport
airplane, as a function of weight, defined for specific conditions:
• Trim at 1.3 Vs.
• Forward CG.
• Low altitudes.
• Deceleration rate of 1 kn/s.
• Wings level.
• Approximately 1-g flight.
• Depending on the mission the airplane is intended to fly, the
aerodynamic surfaces are given an optimized camber shape
• Airplanes that must produce more efficient lift, aerobatic
airplanes, usually employ symmetrical airfoils (work well, but
are not efficient for cruise flight)
• High-speed airplanes often employ exotic camber shapes
(beneficial drag levels at high speeds)
• Both cambered and uncambered surfaces produce lift at angle
of attack, camber usually produces lift more efficiently than
angle of attack alone
Maneuvering Aerodynamics
Nose Up Attitude Nose Down Attitude

• “Graveyard Spiral” maneuver: large bank angle and descending
• The unknowing pilot fixates on airspeed is high and airplane
descending
• Attempt to arrest both (speed and sink rate), the pilot pulls (up-
elevator)
• At a large bank angle, the only effect of the up-elevator is to further
tighten the turn
• It is imperative to get wings close to level before any aggressive
pitching maneuver
• Lift vector oriented away from the gravity vector and forces acting on
the airplane can be managed in a controlled way.
• Rudder is most powerful of controls at low speeds and has the
capability to generate very large yawing moments.
• Jet transports with powerful engines located away from the
centerline, an engine failure can result in very large yawing
moments, and rudders are generally sized to be able to control
those moments down to very low speeds
Recovery From
Airplane Upsets
Recovery From Airplane Upsets
• Situation Awareness of an Airplane Upset
1. First actions for recovering from an airplane upset be correct and
timely
2. Troubleshooting the cause of the upset is secondary to initiating the
recovery
Regaining and then maintaining control

of the airplane is paramount
NOTE: Reducing AOA is THE most important
pilot action to an upset
• Look outside to see the horizon and analyze the upset situation
• In commercial planes: Use the primary flight instruments and
airplane performance instruments to analyze the upset situation
(Even in visual meteorological conditions (VMC) it normally is
difficult or impossible to see the horizon or use of references
outside the airplane, because in most large commercial airplanes
the field of view is restricted)
• Be prepared to analyze the upset situation during darkness
and when instrument meteorological conditions (IMC)
1. Attitude Direction Indicator (ADI) is used as a primary
reference for recovery
2. Compare the ADI information with performance instrument
indications before initiating recovery
Nose-low upset: airspeed is increasing,
altitude is decreasing, and
VSI indicates a descent
Nose-high upset: airspeed is decreasing,
altitude is increasing, and
VSI indicates a climb
• Cross-check other attitude sources, for example, the Standby
Attitude Indicator and the Pilot Not Flying (PNF) instruments
• Pitch attitude is determined from the ADI
Pitch Reference Scales (sometimes
referred to as Pitch Ladder Bars)
• Most modern airplanes also use colors
(blue for sky, brown for ground) or ground
perspective lines to assist in determining
whether the airplane pitch is above or
below the horizon
• The Bank Indicator on the ADI should be used to determine the
airplane bank
• Situation analysis process:
1. Locate the Bank Indicator
2. Determine pitch attitude
3. Confirm attitude by reference to
other indicators
4. Assess the energy
Miscellaneous Issues Associated
With Upset Recovery
1. Startle Factor
2. Negative G Force
3. Use of Full Control Inputs
4. Counter-Intuitive Factors
5. Previous Training in Non-similar Airplanes
6. Potential Effects on Engines
With Upset Recovery
1. Startle Factor: The initial short-term, involuntary physiological
and cognitive reactions to an unexpected event that commence
the normal human stress response
• Pilots react before analyzing what is happening or fixate on one
indication and fail to properly diagnose the situation
• Pilot must overcome the surprise and quickly shift into analysis of
what the airplane is doing and then implement the proper recovery
• Gain control of the airplane and then determine and eliminate the
cause of the upset
With Upset Recovery
2. Negative G Force: Airline pilots are normally uncomfortable
with aggressively unloading the g forces on a large passenger
airplane
• They must overcome this inhibition when faced with having to quickly and
sometimes aggressively unload the airplane to less than 1 g by pushing
down elevator
• They must anticipate a significantly different cockpit environment during
less-than-1-g situations (They may be floating up against the seat belts
and shoulder harnesses. It may be difficult to reach or use rudder pedals if
they are not properly adjusted. Unsecured items such as flight kits,
approach plates, or lunch trays may be flying around the cockpit)
Note: It should not normally be necessary to obtain less than 0 g
With Upset Recovery
• 3. Use of Full Control Inputs: Flight control forces become
less effective when the airplane is at or near its critical angle of
attack or stall
• Pilots must be prepared to use full control authority, when
necessary
With Upset Recovery
4. Counter-Intuitive Factors: Pilots are routinely trained to
recover from approach to stalls (recovery usually requires an
increase in thrust and a relatively small reduction in pitch attitude)
• It may be counter-intuitive to use greater unloading control
forces or to reduce thrust when recovering from a high angle of
attack, especially at lower altitudes
• If the airplane is stalled while already in a nose-down attitude,
the pilot must still push the nose down in order to reduce the
angle of attack (altitude cannot be maintained and should be of
secondary importance)
With Upset Recovery
5. Previous Training in Non-similar Airplanes: Aerodynamic
principles do not change, but airplane design creates different
flight characteristics
• Training and experience gained in one model or type of airplane
may or may not be transferable to another (handling
characteristics of a fighter-type airplane or a light aircraft cannot
be assumed to be similar to those of a large, commercial,
swept-wing airplane
With Upset Recovery
6. Potential Effects on Engines: Some extreme airplane upset
situation may affect engine performance (large angles of attack
can reduce the flow of air into the engine and result in engine
surges or compressor stalls OR large and rapid changes in sideslip
angles can create excessive internal engine side loads, which
may damage an engine)
Airplane Upset Recovery Techniques
• Procedures for initial recovery emphasize the use of primary
flight controls (aileron, elevator, and rudder)
• However, the application of secondary flight controls (stabilizer
trim, thrust vector effects, and speedbrakes) may be considered
incrementally to supplement primary flight control inputs after
the recovery has been initiated
Note: Airplane autopilots and auto-throttles are intended to be
used when the airplane is within its normal flight regime
• When an airplane has been upset, the autopilot and auto-
throttle must be disconnected as a prelude to initiating recovery
techniques
• Assessment of the energy is also required.
Stalls
• The recovery techniques assume the airplane is not stalled
(An airplane is stalled when the angle of attack is beyond the
stalling angle)
• Characteristics by any of, or a combination of:
a. Buffeting, which could be heavy at times
b. A lack of pitch authority
c. A lack of roll control
d. Inability to arrest descent rate
(usually accompanied by a continuous stall warning)
Stalls
• Recovery from an approach to stall warning is not the same as
recovering from a stall. An approach to stall is a controlled flight
maneuver. A stall is an out-of-control condition, but it is
recoverable
• Recover from stall: AOA must be reduced below stalling angle
• Apply full power and nose-down pitch control
• Maintain it until stall recovery
Note: on airplanes with underwing-mounted engines it may be
necessary to reduce thrust to prevent the angle of attack from
continuing to increase
Stalls
• Accelerated Stalls: at speeds greater than the +1G stall speed
• Most frequently occur inadvertently during improperly executed turns,
stall and spin recoveries, pullouts from steep dives, or when
overshooting a base to final turn
• Occur at higher-than-normal airspeeds or at lower-than-anticipated
pitch attitudes, they can surprise an inexperienced pilot
• Failure to take immediate steps toward recovery may result in a spin or
other departure from controlled flight
Stalls
• Stalls in a commercial transport can be considerably different than those in
a general aviation trainer
• Commercial Airplanes recovery technique:
• Push
• Roll
• Power
• Stabilize
Stalls
Unusual
Attitudes
• Airplane upset situations which will be discussed:
• Nose high, wings level
• Nose low, wings level
– Low airspeed
– High airspeed
• High bank angles
– Nose high
– Nose low
• Conclusion: Recovery techniques summarized into two basic
airplane upset situations: nose-high and nose-low
Nose-High, Wings-Level Recovery Techniques
Situation: Pitch attitude unintentionally more than

25 deg, nose high, and increasing.
Airspeed decreasing rapidly.
Ability to maneuver decreasing
Nose-High, Wings-Level Recovery Techniques
Recognize and confirm the situation
1. Disengage autopilot and auto-throttle
2. Apply as much as full nose-down elevator
3. Use appropriate techniques:
• Reduce thrust (underwing-mounted engines)
• Apply full throttle (Cessna-172)
• Roll to obtain a nose-down pitch rate
4. Complete the recovery:

• Approaching horizon, roll to wings level
• Check airspeed, adjust thrust
• Establish pitch attitude
Nose-Low, Wings-Level Recovery Techniques
Situation: Pitch attitude unintentionally

more than 10 deg,
nose low
1. Airspeed Low
2. Airspeed High
1. Airspeed Low:
a) Recognize and confirm the situation
b) Disengage autopilot and auto-throttle
c) Recover from stall, if necessary (applying power)
[Throttle to Idle for Cessna-172]
d) Recover to level flight:
• Apply nose-up elevator
• Apply stabilizer trim, if necessary
• Adjust thrust and drag, as necessary
Caution: Avoid a secondary stall (indicated by stall warning or airplane buffet.
Airplane limitations of g forces and airspeed must be respected.
1. Airspeed High:
a) Recognize and confirm the situation
b) Disengage autopilot and auto-throttle
[Throttle to Idle for Cessna-172]
c) Recover to level flight:
• Apply nose-up elevator
• Apply stabilizer trim, if necessary
• Adjust thrust and drag, as necessary (extend speedbrakes)
Caution: Do not enter into accelerated stall by exceeding the stall AOA.
Limitations of g forces and airspeed should also be respected.
High-Bank-Angle Recovery Techniques
Situation: Bank angle greater than 45 deg.
Pitch attitude greater than 25 deg,
1. Nose high - Airspeed decreasing
2. Nose Low – Airspeed increasing
• Bank angles can exceed 90 deg
• In high-bank situations, the primary objective is to roll the airplane in
the shortest direction to near wings level
• If the airplane is stalled, it is first necessary to recover from the stall
High-Bank-Angle Recovery Techniques
Nose Up - Nose down –

Right Bank Left Bank
Nose Up - Right Bank
1. Recognize and confirm the situation
2. Disengage autopilot and auto-throttle
[Apply Full Throttle in Cessna-172]
3. Roll (more right bank angle in this case) to obtain a nose-down pitch rate
and bring the airplane in the shortest direction to the horizon
(Reduce thrust in underwing-mounted engines)
4. Complete the recovery:
• Approaching the horizon, roll to wings level.
• Check airspeed, adjust thrust
• Establish pitch attitude
Nose Down - Left Bank
1. Recognize and confirm the situation
2. Disengage autopilot and autothrottle
3. Recover from stall, if necessary
[Apply Throttle to Idle in Cessna-172]
4. Roll in the shortest direction (right in this case) to wings level
(if bank angle more than 90 degrees: unload and roll)
5. Recover to level flight:
• Apply nose-up elevator.
• Apply stabilizer trim, if necessary.
• Adjust thrust and drag as necessary
In Commercial Aviation Airplanes:
• Push
• Roll
• Power
• Stabilize
Upset Prevention and
Recovery Training
Spin
Awareness
Spins
• A spin is an aggravated stall
• Airplane from a full stall to a yawed state
• Airplane following a downward corkscrew path
• Unequal AOA (outboard wing less stalled than the inboard
wing), creating a rolling, yawing, and pitching motion
• Airplane is basically descending due to gravity, rolling, yawing,
and pitching in a spiral path
Spins
• A spin occurs when the airplane’s wings exceed their critical
AOA (stall) with a sideslip or yaw acting on the airplane at, or
beyond, the actual stall
• yaw not only because of incorrect rudder application, but because
of adverse yaw (aileron deflection; engine/prop effects, including
p-factor, torque, spiraling slipstream, and gyroscopic precession;
and wind shear, including wake turbulence)
• If yaw created by the pilot (incorrect rudder use) pilot may not
be aware that a critical AOA has been exceeded until the
airplane yaws out of control toward the lowering wing
Spins
• A stall that occurs while the airplane is in a slipping or skidding
turn can result in a spin entry and rotation in the direction of
rudder application, regardless of which wingtip is raised. If the
pilot does not immediately initiate stall recovery, the airplane
may enter a spin
Spins
• Avoid Spin Entry:
1. maintain directional control
2. don’t allow nose to yaw (before stall recovery is initiated)
3. apply the correct amount of rudder to keep the nose from yawing and
the wings from banking
• An airplane must be stalled and yawed in order to enter a spin

Spins
• Spin Procedures:
1. clear the flight area above and below the airplane for other traffic
2. all spin training should be initiated at an altitude high enough to
complete recovery at or above 1,500 feet AGL
3. first practicing both power-on and power-off stalls in a clean
configuration
Spins
• There are four phases of a spin:
1. Entry
2. Incipient
3. Developed
4. Recovery
Spins
1. Entry Phase:
i. slowly reduce power to idle, while simultaneously raise the nose to a
pitch attitude that ensures a stall (similar to a power-off stall)
as the airplane approaches a stall:
ii. smoothly apply full rudder in the direction of the desired spin rotation
while applying full back (up) elevator to the limit of travel
iii. Always maintain the ailerons in the neutral position during the spin
procedure (unless AFM/POH specifies otherwise)
Spins
2. Incipient Phase:
• occurs from the time the airplane stalls and starts rotating until
the spin has fully developed (2-4 turns)
• aerodynamic and inertial forces have not achieved a balance
• As phase develops:
1. indicated airspeed: stabilized at a low and constant value
2. symbolic airplane of the turn indicator: indicates the direction of the
spin (slip/skid ball is unreliable when spinning)
Spins
2. Incipient Phase
• Recovery should initiate incipient spin recovery procedures prior
to completing 360° of rotation:
• apply full rudder opposite the direction of rotation

(if disoriented: turn indicator shows a deflection in the
direction of rotation)
Spins
3. Developed Phase: airplane’s angular rotation rate, airspeed,
and vertical speed are stabilized in a flightpath that is nearly
vertical
• aerodynamic forces and inertial forces are in balance
• attitude, angles, and self-sustaining motions about the
vertical axis are constant or repetitive
• The spin is in equilibrium

Spins
4. Recovery Phase: occurs when rotation ceases and the AOA of
the wings is decreased below the critical AOA
• Lasts 1/4 turn or up to several turns (depending upon the airplane
and the type of spin)
• To recover, apply control inputs to disrupt the spin equilibrium by
stopping the rotation and unstalling the wing
• To accomplish spin recovery, always follow the manufacturer’s
recommended procedures
• If the flaps and/or retractable landing gear are extended prior to the
spin, they should be retracted as soon as practicable after spin entry
Spins
4. Recovery Phase:
1. Reduce the Power (Throttle) to Idle
2. Position the Ailerons to Neutral
3. Apply Full Opposite Rudder against the Rotation
4. Apply Positive, Brisk, and Straight Forward Elevator
(Forward of Neutral)
5. Neutralize the Rudder After Spin Rotation Stops
6. Apply Back Elevator Pressure to Return to Level Flight
(nose low unusual attitude recovery procedure)
Spiral Dive
• Spiral dive is a nose low upset,
• Is a descending turn during which
airspeed and G-load can increase rapidly
• Often results from a botched turn
(typically during inadvertent IMC encounter)
• In a spiral dive, the airplane is flying very
tight circles, in a nearly vertical attitude
and will be accelerating because it is no
longer stalled
Spiral Dive
• Pilot relies on kinesthetic sensations rather than on the flight
instruments
• Distracted by other sensations can easily enter a slightly nose low,
wing low, descending turn and, at least initially, fail to recognize this
error
• Especially in IMC, it may be only the sound of increasing speed
that makes the pilot aware of the rapidly developing situation
• Upon recognizing the steep nose down attitude and steep bank, the
startled pilot may react by pulling back rapidly on the yoke while
simultaneously rolling to wings level. This response can create
aerodynamic loads capable of causing airframe structural damage
and /or failure.
Spiral Dive
Recovery Procedure:
1. Reduce Power (Throttle) to Idle (slows rate of acceleration)
2. Apply Some Forward Elevator (stops aggravating the spiral, unloads the G-
load to return to about +1G, reduces AOA, slows turn rate while increasing the
turn radius, prevents a rolling pullout)
3. Roll Wings Level (coordinated aileron and rudder inputs, roll until wings are
completely level before start pulling)
4. Gently Raise the Nose to Level Flight (at or even beyond VNE (never exceed
speed) speed, control inputs slowly and gently to prevent structural failure
5. Increase Power to Climb Power (stabilized to VY, apply climb power and
climb back to a safe altitude
Spiral Dive
In Commercial Aviation Airplanes:
• Push
• Roll
• Power
• Stabilize
• General analysis process:

• Communicate with crew members
• Locate the attitude and bank indicator
• Determine pitch and roll attitude
• Confirm attitude by reference to other indicators
• Assess the energy
• General analysis process in Commercial Aviation Airplanes:
• Academics teaches why push, roll, power, stabilize

• Simulator reinforces that push, roll, power, stabilize works
• On-airplane confirms that you can apply
push, roll, power, stabilize
when surprised or startled
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• LOC-I (Loss of Control in Flight) leading cause of fatalities in

• 37 in-flight, loss-of-control accidents between 1987 and 1996. (More

• LOC-I accident contributory factors categories:

1. Aeroplane systems induced:

• The goal of the Airplane Upset Recovery Training is to increase

• Unintentional: The aeroplane is not doing what it was intended

Nose Up Attitude Nose Down Attitude

Regaining and then maintaining control

Situation: Pitch attitude unintentionally more than

4. Complete the recovery:

Situation: Pitch attitude unintentionally

Nose Up - Nose down –

• An airplane must be stalled and yawed in order to enter a spin

• apply full rudder opposite the direction of rotation

• The spin is in equilibrium

• General analysis process:

• Academics teaches why push, roll, power, stabilize

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