while in flight. For these reasons, airplane-based UPRT improves a pilot’s ability to overcome fear in an airplane upset event. 

However, airplane-based UPRT does have limitations. The level of upset training possible may be limited by the maneuvers approved for the particular airplane, as well as by the flight instructor’s own UPRT capabilities. For instance, UPRT conducted in the normal category by a typical CFI will necessarily be different from UPRT conducted in the aerobatic category by a CFI with expertise in aerobatics. 

When considering upset training conducted in an aerobatic- capable airplane in particular, the importance of employing instructors with specialized UPRT experience in those airplanes cannot be overemphasized. Just as instrument or tailwheel instruction requires specific skill sets for those operations, UPRT demands that instructors possess the competence to oversee trainee progress, and the ability to intervene as necessary with consistency and professionalism. As in any area of training, the improper delivery of stall, spin and upset recovery training often results in negative learning, which could have severe consequences not only during the training itself, but in the skills and mindset pilots take with them into the cockpits of airplanes where the lives of others may be at stake. 

## All-Attitude/All-Envelope Flight Training Methods 

Sound UPRT encompasses operation in a wide range of possible flight attitudes and covers the airplane’s limit flight envelope. This training is essential to prepare pilots for unexpected upsets. As stated at the outset, the primary focus of a comprehensive UPRT program is the avoidance of, and safe recovery from, upsets. Much like basic instrument skills, which can be applied to flying a vast array of airplanes, the majority of skills and techniques required for upset recovery are not airplane specific. Just as basic instrument skills learned in lighter and lower performing airplanes are applied to more advanced airplanes, basic upset recovery techniques provide lessons that remain with pilots throughout their flying careers. 

## FSTD–based UPRT 

UPRT can be effective in high fidelity devices (i.e. Level C and D FFS), however instructors and pilots must be mindful of the technical and physiological boundaries when using a particular FSTD for upset training. The FSTD must be qualified by the FAA National Simulator Program for UPRT; and, if the training is required for pilots by regulation, the course must also be FAA approved. 

## Spiral Dive 

A spiral dive, a nose low upset, is a descending turn during which airspeed and G-load can increase rapidly and often 

results from a botched turn. 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. Pilots typically get into a spiral dive during an inadvertent IMC encounter, most often when the pilot relies on kinesthetic sensations rather than on the flight instruments. A pilot 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. 

1. Reduce Power (Throttle) to Idle 

2. Apply Some Forward Elevator 

3. Roll Wings Level 

4. Gently Raise the Nose to Level Flight 

5. Increase Power to Climb Power 

The following discussion explains each of the five steps: 

1. Reduce Power (Throttle) to Idle. Immediately reduce power to idle to slow the rate of acceleration. 

2. Apply Some Forward Elevator. Prior to rolling the wings level, it is important to unload the G-load on the airplane (“unload the wing”). This is accomplished by applying some forward elevator pressure to return to about +1G. Apply just enough forward elevator to ensure that you are not aggravating the spiral with aft elevator. While generally a small input, this push has several benefits prior to rolling the wings level in the next step – the push reduces the AOA, reduces the G-load, and slows the turn rate while increasing the turn radius, and prevents a rolling pullout. The design limit of the airplane is lower during a rolling pullout, so failure to reduce the G-load prior to rolling the wings level could result in structural damage or failure. 

3. Roll Wings Level. Roll to wings level using coordinated aileron and rudder inputs. Even though the airplane is in a nose-low attitude, continue the roll until the wings are completely level again before performing step four. 

4. Gently Raise the Nose to Level Flight. It is possible that the airplane in a spiral dive might be at or even beyond V$_{NE}$ (never exceed speed) speed. Therefore, the pilot must make all control inputs slowly and gently at this point to prevent structural failure. Raise the nose to a climb attitude only after speed decreases to safe levels. 

