FCL.745.A Advanced UPRT course
Regulation (EU) 2018/1974
(a) The advanced UPRT course shall be completed at an ATO and shall comprise at least:
(1) 5 hours of theoretical knowledge instruction;
(2) preflight briefings and postflight debriefings; and
(3) 3 hours of dual flight instruction with a flight instructor for aeroplanes FI(A) qualified in accordance with point FCL.915(e) and consisting of advanced UPRT in an aeroplane qualified for the training task.
(b) Upon completion of the UPRT course, applicants shall be issued with a certificate of completion by the ATO.
(a) The objective of the course is for the pilot under training:
(1) to understand how to cope with the physiological and psychological aspects of dynamic upsets in aeroplanes; and
(2) to develop the necessary competence and resilience to be able to apply appropriate recovery techniques during upsets.
(b) In order to meet the objective as specified in point (a), the course should:
(1) emphasise physiological and psychological effects of an upset and develop strategies to mitigate those effects;
(2) be delivered in a suitable training aircraft in order to expose trainees to conditions that cannot be replicated in an FSTD; and
(3) employ recovery techniques that are suitable for the aircraft used for training in order to support the training objectives. In order to minimise the risk associated with potential negative transfer of training, the recovery techniques used during the course should be compatible with techniques typically used for transport category aeroplanes.
(e) The course is considered to have been satisfactorily completed if the trainee is able to successfully:
(1) apply strategies to mitigate psychological and physical effects;
(2) recognise upsets;
(3) apply correct recovery techniques from upset scenarios as specified in point (d)(2).
(c) Theoretical knowledge instruction supports the objectives of the course and should include the following:
(1) a review of basic aerodynamics typically applicable to aeroplane upsets in transport category aeroplanes, including case studies of incidents involving potential or actual upsets.
(2) aerodynamics relevant to the aeroplane and exercises used in the practical training, including differences to aerodynamics as referred to in point (1);
(3) possible physiological and psychological effects of an upset, including surprise and startle effect;
(4) strategies to develop resilience and mitigate startle effect; and
(5) memorising the appropriate procedures and techniques for upset recovery.
(d) Flight instruction should include:
(1) exercises to demonstrate:
(i) the relationship between speed, attitude and AoA;
(ii) the effect of g-load on aeroplane performance, including stall events at different attitudes and airspeeds;
(iii) aerodynamic indications of a stall including buffeting, loss of control authority and inability to arrest a descent;
(iv) the physiological effects of different g-loads between -1 and 2.5G; and
(v) surprise and the startle effect;
(2) training in techniques to recover from:
(i) nose high at various bank angles;
(ii) nose low at various bank angles;
(iii) spiral dives;
(iv) stall events; and
(v) incipient spin; and
(3) training to develop resilience and to employ strategies to mitigate the startle effect.