Federal Aviation Administration, DOT

Pt. 60, App. A

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B. Upset Prevention and Recovery Training
(UPRT) Maneuver Evaluation (Table A1A,
Section 2.n.)
1. Applicability: This attachment applies
to all simulators that are used to satisfy
training requirements for upset prevention
and recovery training (UPRT) maneuvers.
For the purposes of this attachment (as defined in the Airplane Upset Recovery Training Aid), an aircraft upset is generally defined as an airplane unintentionally exceeding the following parameters normally experienced in line operations or training:
a. Pitch attitude greater than 25 degrees
nose up;
b. Pitch attitude greater than 10 degrees
nose down;
c. Bank angles greater than 45 degrees; and
d. Within the above parameters, but flying at
airspeeds inappropriate for the conditions.
FSTDs that will be used to conduct training
maneuvers where the FSTD is either repositioned into an aircraft upset condition or an
artificial stimulus (such as weather phenomena or system failures) is applied that is
intended to result in a flightcrew entering an
aircraft upset condition must be evaluated
and qualified in accordance with this section.
2. General Requirements: The general requirement for UPRT qualification in Table
A1A defines three basic elements required
for qualifying an FSTD for UPRT maneuvers:
a. FSTD Training Envelope: Valid UPRT
should be conducted within the high and
moderate confidence regions of the FSTD
validation envelope as defined in paragraph 3 below.
b. Instructor Feedback: Provides the instructor/evaluator with a minimum set of feedback tools to properly evaluate the trainee-s performance in accomplishing an
upset recovery training task.
c. Upset Scenarios: Where dynamic upset
scenarios or aircraft system malfunctions
are used to stimulate the FSTD into an
aircraft upset condition, specific guidance
must be available to the instructor on the
IOS that describes how the upset scenario
is driven along with any malfunction or
degradation in FSTD functionality that is
required to stimulate the upset.
3. FSTD Validation Envelope: For the purposes of this attachment, the term  - flight
envelope -  refers to the entire domain in
which the FSTD is capable of being flown
with a degree of confidence that the FSTD
responds similarly to the airplane. This envelope can be further divided into three subdivisions (see Appendix 3-D of the Airplane
Upset Recovery Training Aid):
a. Flight test validated region: This is the
region of the flight envelope which has
been validated with flight test data, typi-

cally by comparing the performance of the
FSTD against the flight test data through
tests incorporated in the QTG and other
flight test data utilized to further extend
the model beyond the minimum requirements. Within this region, there is high
confidence that the simulator responds
similarly to the aircraft. Note that this region is not strictly limited to what has
been tested in the QTG; as long as the
aerodynamics mathematical model has
been conformed to the flight test results,
that portion of the mathematical model
can be considered to be within the flight
test validated region.
b. Wind tunnel and/or analytical region: This
is the region of the flight envelope for
which the FSTD has not been compared to
flight test data, but for which there has
been wind tunnel testing or the use of
other reliable predictive methods (typically by the aircraft manufacturer) to define the aerodynamic model. Any extensions to the aerodynamic model that have
been evaluated in accordance with the definition of an exemplar stall model (as described in the stall maneuver evaluation
section) must be clearly indicated. Within
this region, there is moderate confidence
that the simulator will respond similarly
to the aircraft.
c. Extrapolated: This is the region extrapolated beyond the flight test validated and
wind tunnel/analytical regions. The extrapolation may be a linear extrapolation,
a holding of the last value before the extrapolation began, or some other set of values. Whether this extrapolated data is provided by the aircraft or simulator manufacturer, it is a  - best guess -  only. Within
this region, there is low confidence that
the simulator will respond similarly to the
aircraft. Brief excursions into this region
may still retain a moderate confidence
level in FSTD fidelity; however, the instructor should be aware that the FSTD-s
response may deviate from the actual aircraft.
4. Instructor Feedback Mechanism: For the
instructor/evaluator to provide feedback to
the student during UPRT maneuver training,
additional information must be accessible
that indicates the fidelity of the simulation,
the magnitude of trainee-s flight control inputs, and aircraft operational limits that
could potentially affect the successful completion of the maneuver(s). At a minimum,
the following must be available to the instructor/evaluator:
a. FSTD Validation Envelope: The FSTD
must employ a method to display the
FSTD-s expected fidelity with respect to
the FSTD validation envelope. This may be
displayed as an angle of attack vs sideslip
(alpha/beta) envelope cross-plot on the Instructor Operating System (IOS) or other
alternate method to clearly convey the

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