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Advanced Upset Prevention and Recovery Training (UPRT) Course in accordance with FCL.745.A

We run airline and business jet focused upset recovery courses helping to give pilots the skill to recognise and recover from unusual attitudes. From 20 December 2019, commercial pilots must have attended and passed such a course before starting their first type rating.

These Advanced UPRT courses in accordance with FCL.745.A, will be certified by EASA on 20 December 2019. We also run Instructor Training Courses for UPRT instructors, again certified from 20 December 2019.

Please be aware that EASA have mandated 20 December 2019 as the date from which ATO’s can be certified for UPRT.  We are aware that many of our competitors are claiming they can run qualifying course now, this is untrue. What we can do, along with all our competitors, is give you a completion certificate saying that you have completed an Advanced UPRT course that conforms to FCL745A

Recent history is full of incidents and accidents associated with loss of control of Airline and Business jet aircraft and control either not being regained in a timely manner or not being regained at all. This worrying trend has been identified by the various regulatory authorities and from 20 Dec 19 student pilots will be required to undergo appropriate training.

Currently there is no requirement to give real aircraft training to existing pilots.  Mandating this training would of course be very difficult because there is simply not the training capacity available. We at the British Aerobatic Academy would be very interested in helping resolve or at least mitigate the problem.
We have extensive experience working with commercial pilots, a large percentage of our clients are airline or business jet pilots.  We can offer packages that will be very enthusiastically received by line crew and could potentially save your airline billions of pounds. In short, we are offering a real life saver.

We use the Extra 200 and the Grob115B we find the combination of a proper aerobatic aircraft and a side by side aircraft, works very well.  Our competitors have gone out of their way to suggest that the Extra is not suitable, we believe it is excellent, although more expensive to buy and operate and we would not use the Slingsby Firefly because of it’s awful safety record (it has killed a lot of people)*, see footnotes for more information.

Advanced Upset Prevention and Recovery Training (UPRT) Course

The advanced UPRT course  is designed to meet the requirements of Part-FCL 745.A

The course comprises:

(1) 5 hours of theoretical knowledge instruction;

(2) pre-flight briefings and post-flight debriefings;

(3) 3 hours of dual flight instruction with a suitably qualified FI(A) ref FCL.915(e)

(b) On completion of the UPRT course, applicants will be issued with a certificate of course completion by the British Aviation Academy.

Course Objectives

  1. To understand how to cope with the physiological and psychological aspects of dynamic upsets in aeroplanes;
  2. To develop the necessary competence and resilience to be able to apply appropriate recovery techniques during upsets.
  3. Emphasise physiological and psychological effects of an upset and develop strategies to mitigate those effects;
  4. The recovery techniques used during the course will where possible, be compatible with techniques typically used for transport category aeroplanes.

Theoretical Knowledge

  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

Exercises to demonstrate:

  1. The relationship between speed, attitude and AoA;
  2.  The effect of g-load on aeroplane performance, including stall events at different attitudes and airspeeds;
  3. Aerodynamic indications of a stall including buffeting, loss of control authority and inability to arrest a descent;
  4. The physiological effects of different g-loads between -1 and 2.5G; and                                    surprise and the startle effect;
  5. Training in techniques to recover from:
    1. Nose high at various bank angles
    2. Nose low at various bank angles
    3. Spiral dives
    4. Stall events; and incipient spin
  6.  Training to develop resilience and to employ strategies to mitigate the startle effect.

Cost £1,180 including all landing fees Conington (EGSF)

Please do not hesitate to contact Adrian Willis either by telephone or email to discuss.
0771 2864413

Adrian.Willis@BritishAerobaticAcademy.com

*FireFly Awful Safety Record

In the UK alone, 11 out of 80 aircraft, have killed 16 people with 2 people parachuting to safety, (13.75%). The US AirForce withdrew them from service on safety grounds. Below are 18 accident reports of fatal spin accidents affecting 6 cylinder and 4 cylinder T67 variant aircraft. If you read the accident reports you will realise that many of the pilots had significant experience spinning the Firefly. This is not an exhaustive list, there are  other accidents from around the world. We know of no other aerobatic aircraft with such awful statistics. If any reader finds errors please suggest updates with supporting information and we will gladly update this footnote.

Aviation Safety Net
* USA Firefly experience
GASCO
G-BUUH Parachuted to safety
G-BNSO
G-BUUD
G-FFLY
G-BJCY
G-BLRE
G-FLYV
G-BLTV
G-FORS
HB-NBD
93-0555
93-0584
93-0583
Jordanian AirForce 2 Jun 09
TC-CBF
Jordanian AirForce 16 May 13
N456FR
Jordanian AirForce 6 Apr 15
Fatal but Not spin related
G-SFTY
G-BOXK
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