23 March 2016 Rev 00

Upset Prevention
Recovery Training
(UPRT)

Airbus
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Disclaimer

The information contained in this briefing is for training

purposes only.

If there is a conflict between the information contained

in this briefing and company documents, current
company documents take precedence.

Copyright © 2016,
Qatar Airways Flight Operations Training
All rights reserved.

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Objectives
This presentation aims to introduce to you the importance of Upset
Prevention Recovery Training. The following topics will refresh your
knowledge of the following key elements and recommended procedures
during an Upset situation:
• Definition
• Upset Awareness
• Causes of upsets
• Stall recovery
• Upset recovery manoeuvres
• Nose high, wings level
• Nose low, wings level
• High bank angles
 References

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Definition
An upset is defined as unintentionally exceeding any of the following
conditions:

• Pitch attitude greater than 25° nose up

• Pitch attitude greater than 10° nose down
• Bank angle greater than 45°
• Within above parameters
but flying at airspeeds
inappropriate for
the conditions.

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Upset awareness
Although flight crews in line operation rarely encounter an upset situation,
understanding how to apply aerodynamic fundamentals in such a situation helps
them control the airplane. Several techniques available for recovering from an upset
are discussed in the example scenarios below:

• Stall recovery
• Nose high, wings level
• Nose low, wings level
• High bank angles
• Nose high, high bank angles
• Nose low, high bank angles

Note: Be prepared to use a gentle and a continuous input on the sidestick to

complete the recovery.

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Causes of upsets
The following are causes/factors that may lead to an upset

Environmental Systems anomalies

 Turbulence (CAT, windshear,
 Flight instruments
thunderstorms, microbursts,
 Autoflight systems
mountain wave)
 Flight control and other
 Wake turbulence anomalies
 Airplane icing

Pilot-induced
 Insufficient instrument cross-check
 Incorrect attitude and power adjustments
 Distraction
 Vertigo or spatial disorientation
 Pilot incapacitation
 Improper use of airplane automation
 Incorrect pilot techniques — i.e. Pilot Induced Oscillations (PIO)

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Stall recovery
In all upset situations, recover from a stall before applying
any other recovery actions.
A stall may exist at any attitude and may be recognized by a stall warning
preceded/accompanied by one or more of the following:

• Buffeting, which could be heavy

• Lack of pitch authority and/or roll control
• Inability to arrest descent rate.

The recovery techniques assume the airplane is not stalled. Under certain
conditions, it may be necessary to reduce some thrust to prevent the angle of attack
from continuing to increase. Once stall recovery is complete, upset recovery actions
may be taken and thrust reapplied as needed.

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Upset recovery maneuvers

If an upset situation is recognized, immediately accomplish the upset recovery
maneuver. It is possible to consolidate upset recovery maneuvers into two basic
scenarios, nose high and nose low; And to acknowledge the potential for high bank
angles in each scenario.

The maneuvers provide a logical progression for recovering the airplane.

To recognize and confirm the situation the crew must assess the airplane attitude,
airspeed, altitude and trend information through instrument crosscheck. The PFD
should be used as the primary reference in assessing airplane attitude. The pitch
scales and color coding above/below the horizon (blue/brown) should be used when
making the pitch assessment.

When completing the upset recovery maneuver, roll to the shortest direction to wings
level.

The following images represent the PFD on the Airbus A350

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Nose high, wings level

Recommended
recovery technique:
• Recognize and confirm the situation
• Disconnect the autopilot.
• Disconnect autothrust, adjust as
required.
• Gently reduce pitch to a target of 3 to
5 degrees above the horizon. Adjust
as necessary.

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Nose low, wings level

Recommended recovery
technique:
• Recognize and confirm the
situation
• Disconnect the autopilot.
• Disconnect autothrust, adjust as
required.
• Gently increase pitch to a target
of 3 to 5 degrees above the
horizon. Adjust as necessary.

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High bank angles

Recommended
recovery technique:
• Recognize and confirm the
situation
• Disconnect the autopilot.
• Roll the airplane in the
shortest direction to near
wings level.

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Nose high, high bank angles

Recommended recovery
technique:
• Recognize and confirm the situation
• Disconnect the autopilot
• Disconnect autothrust, adjust as
required
• Gently reduce pitch to a target of 3
to 5 degrees above the horizon.
Adjust as necessary.
• Approaching the horizon, roll to
wings level.

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Nose low, high bank angles

Recommended
recovery technique:
• Recognize and confirm the
situation
• Disconnect the autopilot
• Disconnect autothrust, adjust as
required
• Roll the airplane in the shortest
direction to wings level.
• Gently increase pitch to a target of
3 to 5 degrees above the horizon.
Adjust as necessary. .

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References

This presentation was created using

information from
“Airplane Upset Recovery Training Aid”
Revision 2 (November 2008)

This document can be found on the following

website: http://flightsafety.org/

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To allow continuous development of this presentation

we encourage and appreciate your feedback.
Please title your email as
‘UPSET AIRBUS PRESENTATION.’

ebtfeedback@qatarairways.com.qa

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