• UPRT

UPRT Course

What is the UPRT course and why is it obligatory for pilots under the European EASA ruling?

In the last decade, it’s been recognised that loss of control in an aircraft is one of the most dangerous risk factors, leading to fatal accidents in commercial air transport, hence a larger number of loss of human life.

For this reason, the prevention of losing control of an aircraft in one of the principal priorities in the Pilot training advanced course UPRT Upset Prevention and Recovery Training.

The training includes certain requirements in order to better prepare for certain jeopardizing situations.

In a real flight with an aircraft is it possible to expose pilots to these situations where psychological factors of losing control of the aircraft can be experienced.

It’s important to understand that the

UPRT TRAINING IS NOT ACROBATIC TRAINING.

UPRT Definition – Wikipedia

The object of the UPRT training is to familiarise the pilots with possible situations that could arise in flight in different scenarios.

This allows the pilots to acquire the necessary knowledge and competencies to be able to anticipate and avoid loss of control in flight (LOC-I Loss of Control in Flight) in certain situations and to develop the techniques to be able to recover from adverse situations that may arise.

From when and why is the UPRT course obligatory?

The UPRT advanced course had been obligatory since 20 December 2019, as per the European ruling EASA FCL 745. All Pilots who wish to carry out the first qualification for an airline company must do this, as it’s an indispensable requirement in order to access airlines worldwide.

The basic UPRT is obligatory for the ATPL, CPL(A) Courses and MPL.

Description of the UPRT course

Objectives

The advanced UPRT course will train the candidate on theory and practical levels to:

  • Understand and be able to manage the physiological and psychological aspects related to the loss of control of an aircraft.
  • Develop the necessary skills to apply the correct techniques when loss of control of the aircraft occurs.

Requirements

  • It’s a requirement to be registered on One Airs’ Airline Pilot Programme or module course.
  • Have the Private Pilot PPL (A) license with single-engine SEP qualification as minimum.

Structure

Specific UPRT theory training:

  • 5 hours

Practical training:

  • 3 hours of flight in the Diamond DA20-C1

* Upon completion of the course, the students will receive a certificate from our E-ATO 190 for successfully completing the course along with its corresponding official certificate.

Diamond DA20  C1

  • PERFORMANCE

    SC B-01

    INTENTIONAL SPINNING

  • G-LOADS

    -2,.2G to +4.4G

  • TAKE OF MASS

    MAXIMUM

    800 Kg

FCL 745.A Regulation
corresponding to UPRT advanced course

FCL.745.A Advanced UPRT course – aeroplanes

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.

COURSE OBJECTIVE

  • (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.

COURSE COMPLETION

  • (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).

THEORETICAL KNOWLEDGE

  • (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.

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.

UPRT Training Centre
AESA Approved

E-ATO 190