UPRT — Upset Prevention and Recovery Training

시뮬레이터 훈련: UPRT — Upset Prevention and Recovery Training

한 줄 요약: Upset 인지 → “UPSET, I HAVE CONTROL” → Disconnect → UNLOAD – ROLL – POWER → Stabilize → Recovery Complete (OTCA066 §5)

⚠️ WARNING (OTCA066 4.8)

“Warning: excessive use of pitch trim or rudder may aggravate the upset situation or may result in high structural loads.” (OTCA066 4.8) “Only a small amount of rudder input is needed. Too much rudder applied too quickly or held too long may result in loss of lateral and directional control and cause structural damage.” (OTCA066 4.8)

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1. 제약 및 핵심 규정

Upset 정의

🚨 STALL이 선행되면 반드시 STALL RECOVERY 먼저

Recovery 기법은 항공기가 stall 상태가 아님을 전제한다. Stall 상태이면 먼저 stall recovery(nose-down elevator 유지, stick shaker 해소)를 완료한 뒤 upset recovery를 진행한다. (FCTM 7.18, OTCA066 4.7)

전통적 기준 — 다음 중 하나 이상을 의도치 않게 초과한 경우 (FCTM 7.17, POM 8.3.2):

• Pitch attitude > 25° nose up
• Pitch attitude > 10° nose down
• Bank angle > 45°
• 위 범위 이내이지만 상황에 부적절한 속도(inappropriate airspeed)

현행 AUPRTA 기준 — “항공기가 의도한 상태(intended airplane state)에서 이탈하는 모든 경우”. Pitch/roll 편차 뿐 아니라 부적절한 airspeed도 포함한다. (OTCA066 4.3, FCTM 7.17)

💬 UPRT Standard Callout (OTCA066 §5)

• Stall 인지 시: “STALL, I HAVE CONTROL”
• Upset 인지 시: “UPSET, I HAVE CONTROL” → both PFD 및 STBY ATT 비교 확인

UPRT Standard Strategy (OTCA066 §5)

RECOGNIZE AND CONFIRM
    ↓
DISCONNECT (AP & A/THR)
    ↓
UNLOAD – ROLL – POWER
    ↓
STABILIZE  →  CHECK SPD & ATT  →  "STABILIZE"
    ↓
Configuration check  →  Check S/B, Flaps and L/G
    ↓
RECOVERY COMPLETE  →  "RECOVERY COMPLETE"

⚠️ WARNING (POM 8.3.3, 8.3.4)

Excessive use of pitch trim or rudder can aggravate an upset, result in loss of control, or result in high structural loads.

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2. 과정 개요 — Initial 기준 (OTCA066 3.1–3.5)

항목	내용
Course Code	OTCA066
Course Title	Upset Prevention and Recovery Training
적용 기종	ALL A/C
대상	Initial / Transition / Upgrade

훈련시간 — Initial / Transition / Upgrade (OTCA066 3.5)

구분	G/S	CBT	FFS
UPRT	4+00	4+00	2+00

• Transition 또는 Upgrade 훈련 시 initial profile 사용 (OTCA066 3.5)
• ※ 3개월 미만 경력 운항승무원 입사자: G/S 3시간, CBT 1시간 (OTCA066 REV06)

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3. Academic Training Elements — Initial (OTCA066 TABLE 6.1)

Initial/Transition/Upgrade 시 아래 전체 항목을 학습한다. (OTCA066 3.6A)

카테고리	세부 요소
A. Aerodynamics	1) general aerodynamic characteristics · 2) advanced aerodynamics · 3) aeroplane certification and limitations · 4) aerodynamics (high and low altitudes) · 5) aeroplane performance (high and low altitudes) · 6) AOA and stall awareness · 7) stick shaker/pusher activation, Mach effects · 8) aeroplane stability · 9) control surface fundamentals/trims · 10) icing and contamination effects
B. Causes & contributing factors	1) environmental · 2) pilot-induced · 3) mechanical
C. Safety review	Accidents and incidents relating to aeroplane upsets
D. G-awareness	1) positive/negative/increasing/decreasing g-loads · 2) lateral g-awareness (sideslip) · 3) G-load management
E. Energy management	1) kinetic vs potential vs chemical energy · 2) pitch–power–performance · 3) effects of differing engines
F. Flight path management	1) automation inputs for guidance/control · 2) type-specific characteristics · 3) automation management · 4) manual handling skills
G. Recognition	1) type-specific instrumentation during developing/developed upset · 2) pitch/power/roll/yaw · 3) effective scanning · 4) stall protection systems/cues · 5) criteria for identifying stalls and upset
H. Upset prevention & recovery techniques	1) timely and appropriate intervention · 2) nose-high/wings-level recovery · 3) nose-low/wings-level recovery · 4) high bank angle recovery · 5) consolidated summary of recovery techniques
I. System malfunction	1) flight control anomalies · 2) power failure (partial/full) · 3) instrument failures · 4) automation failures · 5) fly-by-wire protection degradations · 6) stall protection system failures (incl. icing)
J. Specialized training	1) spiral dive (graveyard spiral) · 6) recovery from stick pusher activation (as applicable)
K. Human Factors	1) situation awareness (information processing, inattention/fixation, perceptual illusions, spatial disorientation, instrument interpretation) · 2) startle & stress response (physiological/psychological/cognitive effects, management strategies) · 3) TEM (framework, active monitoring, fatigue, workload, CRM)

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4. FSTD(SIM) Training Modules — Initial (OTCA066 TABLE 6.2)

Initial/Transition/Upgrade 시 전체 Module 훈련. (OTCA066 3.7A)

Module #1 — LOW ALT

#	Element
01	Maneuver at LOW ALT (TURN/CLB/DES)
02	Pitch & Power (TOGA), DIRECT LAW
03	Pitch & Power (IDLE), DIRECT LAW
04	Bank (30° BANK TURN)
05	Bank – Rudder
06	VLS Effect with Speed Brake
07	STEEP TURN
08	SLOW FLIGHT
09	ENG OUT WITH NO TRIM INPUT
10	HIGH/LOW SPD BUFFET (if applicable)

Module #2 — HIGH ALT

#	Element
01	Maneuver at HIGH ALT
02	Pitch & Power (TOGA)
03	Pitch & Power (IDLE)
04	Bank (30° BANK TURN)
05	Bank – Rudder
06	BANK vs Stall Speed
07	SLOW FLIGHT
08	HIGH/LOW SPD BUFFET (if applicable)

Module #3 — STALL / ISI

#	Element
01	STALL RECOVERY with IDLE THRUST ONLY at LOW ALT
02	CLEAN STALL at LOW ALT
03	FULL STALL at LOW ALT (DEMONSTRATION ONLY by instructor)
04	STALL RECOVERY with IDLE THRUST ONLY at HIGH ALT
05	CLEAN STALL at HIGH ALT
06	CLEAN STALL at HIGH ALT — FULL AFT CG
07	CLEAN STALL at HIGH ALT — G LOAD (abrupt back pressure)
08	CLEAN STALL at HIGH ALT — G LOAD (BANK)
09	STALL during approach (F/D ON, AP OFF, A/THR ON/OFF)
10	STALL during departure (F/D ON, AP OFF, A/THR ON/OFF)

Module #4 — RECOVERY / ISI

#	Element
01	NOSE HIGH
02	NOSE HIGH & BANK
03	HIGH BANK ANGLE
04	NOSE LOW — SPD INCREASING
05	HIGH ALT, NOSE LOW — SPD INCREASING

Module #5

#	Element
01	BOUNCED LANDING
02	LOSS OF RELIABLE AIRSPEED

💡 REMARK (OTCA066 p.10-12)

• (1) B777: DIRECT MODE, PFC OFF (Airbus: Alternate Law, Direct Law)
• (2) F/D OFF, AP OFF, A/THR OFF
• (3) ISI (In-Seat Instruction): Module #3, Module #4 — instructor가 entry profile 비행 후 trainee에게 이관
• (4) Module #4: ISI 또는 Preselected UPRT menu on instructor panel 사용 가능

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5. Upset 원인 분류 (OTCA066 4.5)

A. Environmental-Induced (OTCA066 4.5A)

환경 요인이 upset의 가장 큰 비중을 차지한다. (OTCA066 4.5A)

• Air Mass Related — windshear, mountain wave, thunderstorm
• Wake Turbulence

B. Systems-Anomalies-Induced (OTCA066 4.5B)

시스템 결함으로 인한 upset. 대부분은 올바른 crew response로 survivable. (OTCA066 4.5B)

• Flight Instruments 오류
• Autoflight Systems 오류
• Flight Control and Other Anomalies

C. Pilot-Induced (OTCA066 4.5C)

1. Instrument Cross-Check 미흡 — 편향 발생 시 상대 조종사에게 communicate, pitch/bank/power 교정 (OTCA066 4.5C①)
2. Adjusting Attitude and Power — instrument cross-check만으로는 불충분, 실제 pitch/bank/power 교정 필요 (OTCA066 4.5C②)
3. Inattention and Complacency — active monitoring 부재. ATC radar vectoring 중에도 vigilance 유지 필수 (OTCA066 4.5C③)
4. Distraction From Primary Cockpit Duties — “Control the airplane first” 원칙. 최소 한 명은 actively monitoring (OTCA066 4.5C④)
5. Pilot Incapacitation (OTCA066 4.5C⑤)
6. Vertigo or Spatial Disorientation (OTCA066 4.5C⑥)

D. Misuse of Airplane Automation (OTCA066 4.5D)

• 시스템은 조종사의 의도와 무관하게 입력된 명령에 반응한다. Mode 확인/모니터링 실패 → upset 유발 가능 (OTCA066 4.5D)
• PIO (Pilot-Induced Oscillations) / APC (Airplane-Pilot Coupling) (OTCA066 4.5D)

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6. Recovery 기법 — Approach to Stall / Stall Recovery

POM 절차 (POM 8.3.1)

All recoveries from approach to stall should be done as if an actual stall has occurred. (POM 8.3.1)

Note: Do not use flight director commands during the recovery. (POM 8.3.1) Note: If autopilot response is not acceptable, it should be disengaged. (POM 8.3.1) Note: If autothrottle response is not acceptable, it should be disconnected. (POM 8.3.1)

PF	PM
Initiate the recovery:	Monitor altitude and airspeed
Smoothly apply nose down elevator to reduce AOA until buffet or stick shaker stops	Verify all required actions done, call out any omissions
Continue the recovery:	Call out any trend toward terrain contact
Roll in the shortest direction to wings level if needed ¹⁾
Advance thrust levers as needed
Retract the speedbrakes
Do not change gear or flap configuration, except: during liftoff if flaps are up → call for Flaps 1	Set FLAP lever as directed
Complete the recovery:	Monitor altitude and airspeed
Check airspeed and adjust thrust as needed	Verify all required actions done
Establish pitch attitude	Call out any trend toward terrain contact
Return to the desired flight path
Re-engage A/P and activate A/THR if desired

⚠️ WARNING (POM 8.3.1)

Excessive use of pitch trim or rudder may aggravate the condition, or may result in the loss of control or in high structural loads.

FCTM 기법 보충 (FCTM 7.11–7.12)

• High Altitude (normally above 20,000 ft): 항공기가 thrust limited → altitude를 airspeed로 교환해야 하므로 altitude loss가 더 크다 (FCTM 7.12)
• Low Altitude: PM이 terrain contact trend를 call out. V2 이상 + positive vertical speed이면 erroneous stick shaker 가능 → climbout 지속 가능 (FCTM 7.12)
• Secondary stall 주의: nose-low recovery 후 pull-up이 너무 공격적이면 재실속 가능 (FCTM 7.12)

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7. Recovery 기법 — Upset Recovery (Nose High / Nose Low)

Nose High Recovery (POM 8.3.3)

PF	PM
Recognize and confirm the developing situation
Disengage autopilot	Call out attitude, airspeed and altitude throughout the recovery
Disconnect autothrottle, if connected
Recover:	Verify all needed actions done, call out any continued deviation
Apply nose down elevator — as much as needed to obtain a nose down pitch rate
Apply appropriate nose down stabilizer trim *
Reduce thrust
Roll (adjust bank angle) to obtain a nose down pitch rate *
Complete the recovery:
When approaching the horizon → roll to wings level
Check airspeed and adjust thrust
Establish pitch attitude

⚠️ WARNING (POM 8.3.3)

* Excessive use of pitch trim or rudder can aggravate an upset, result in loss of control, or result in high structural loads.

FCTM Nose High 보충 (FCTM 7.19–7.20)

• Wings Level: up to full nose-down elevator + some nose-down stabilizer trim → stop trimming when g-force or required column force lessens. Pitch rate 유지 0g~1g 범위. Altitude permits → thrust 감소가 효과적 (FCTM 7.19)
• Pitch control이 안 되면 → bank 45°~60° → turning maneuver로 pitch 감소. 그래도 안 되면 소량의 rudder(desired roll 방향). 과다/과속 rudder → lateral/directional control 상실 위험 (FCTM 7.19)
• High Bank Angles: 큰 bank angle이 과도한 pitch 감소에 유리. Nose-down elevator + bank angle 조정 → energy management 고려 (FCTM 7.20)

Nose Low Recovery (POM 8.3.4)

PF	PM
Recognize and confirm the developing situation
Disengage autopilot	Call out attitude, airspeed and altitude throughout the recovery
Disconnect autothrottle, if connected
Recover:	Verify all needed actions done, call out any continued deviation
Recover from stall, if needed
Roll in the shortest direction to wings level. If bank angle > 90° → unload and roll *
Complete the recovery:
Apply nose up elevator
Apply nose up trim, if needed *
Adjust thrust and drag, if needed

⚠️ WARNING (POM 8.3.4)

* Excessive use of pitch trim or rudder can aggravate an upset, result in loss of control, or result in high structural loads.

FCTM Nose Low 보충 (FCTM 7.20–7.21)

• Wings Level: thrust 감소 + speedbrake extension → nose-up pitch moment. VMO/MMO 크게 초과 시 nose-up elevator + nose-up trim 필요할 수 있음 (FCTM 7.20)
• High Bank Angles: altitude ↔ airspeed 급격히 교환 → prompt action 필요. Bank > 90° → 지면 방향으로 lift 작용 → nose-down elevator로 unload 후 full aileron/spoiler로 roll. Wings level 접근 전까지 nose-up elevator/stabilizer 사용 금지 (FCTM 7.21)

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8. High Bank Angles (FCTM 7.21)

• Bank angle > 67°: level flight cannot be maintained within load factor limits (FCTM 7.21)
• 주 목표: lift vector를 중력 반대 방향으로 → shortest direction to wings level로 roll (FCTM 7.21)
• Bank > 60°에서 nose-up elevator → pitch attitude 변화 미미 + may exceed normal structure load limits as well as the wing angle of attack for stall (FCTM 7.21)
• Smooth application of up to full lateral control → positive recovery roll rate. 부족하면 소량의 rudder (desired roll 방향) (FCTM 7.21)

⚠️ RUDDER 주의 (FCTM 7.21)

Only a small amount of rudder is needed. Too much rudder applied too quickly or held too long may result in loss of lateral and directional control or structural failure.

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9. Stall Protection Demonstration (FCTM 7.13)

3단계 시연으로 stall warning 및 recovery 기법에 대한 familiarization 제공. (FCTM 7.13)

아래 3단계 절차는 모두 FCTM Chapter 7 “Maneuvers” — Stall Protection Demonstration 섹션 원문 기반이다. (FCTM 7.13)

Part 1 — Flaps Up (FCTM 7.13)

1. Level flight, Flaps Up maneuver speed. Select a speed in the IAS/MACH window below the minimum speed indication on the speed tape
2. Disengage the autopilot and autothrottle, retard thrust levers to idle
3. Speed 감소 → amber band 진입 → PLI appears on PFD
4. Speed가 amber band 중간으로 감소 → AIRSPEED LOW caution message
5. Autothrottle automatically activates in the SPD mode → returns airplane to minimum maneuver speed

Part 2 — Flaps 20 (FCTM 7.13)

1. Select VREF 30 on CDU. Disengage autopilot, turn autothrottle arm switches OFF
2. Maintain heading and altitude, retard thrust levers to idle → 감속하며 select Flaps 20 on schedule
3. Below minimum maneuver speed → nose up trim is inhibited
4. After airspeed decreases into amber band → use only control column inputs to maintain level flight
5. Stick shaker activates at minimum speed
6. Recover per Approach to Stall or Stall Recovery maneuver → accelerate to Flaps Up maneuver speed while retracting flaps

Part 3 — Autopilot Stall Protection (FCTM 7.13)

1. Ensure pitch mode is ALT, turn autothrottle arm switches OFF, retard thrust levers to idle
2. As speed approaches minimum speed → AUTOPILOT caution message, amber line through selected pitch mode, flight director pitch bar removed
3. At minimum speed → stick shaker activates
4. Shortly after stick shaker → autopilot begins to descend from selected altitude, maintains speed slightly above stick shaker speed

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10. Flight Envelope Protection — 시스템 배경

B777 Flight Envelope Protection (FCOM 4.20.23–25, 9.20.12)

Normal mode에서 primary flight control system이 제공하는 3가지 envelope protection: (FCOM 9.20.8)

보호 기능	동작	한계
Stall Protection — Trim	Trim inhibit — minimum maneuver speed 부근에서 nose-up trim inhibit (FCOM 9.20.12)
Stall Protection — A/P	A/P engaged 시 pitch attitude 감소 명령, stick shaker speed 직하에서 activate. 가용 모드: ALT, FPA, V/S, VNAV, G/S (FCOM 4.20.24)
Overspeed Protection	VMO/MMO에서 nose-down trim inhibit. A/P engaged 시 VMO+20kt / MMO+0.03에서 VMO-5 / MMO-5로 회복 명령 (FCOM 4.20.25)	Flaps/gear up, G/S·TO/GA 모드 제외
Bank Angle Protection	35° bank 초과 예상 시 control wheel force로 arrest. 4초 이상 지속 시 A/P mode failure. High speed에서 20°까지 threshold 감소 (FCOM 4.20.25)	Manual + automatic flight 모두 가용. A/P disengage bar로 비활성화

⚠️ Secondary / Direct Mode (FCOM 9.20.8–10)

Secondary mode 및 Direct mode에서는 envelope protection이 없다. Gust suppression, thrust asymmetry compensation, yaw damping도 비가용 또는 degraded.

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11. FFS Training Items & Unusual Attitude Training (OTCA066 6.1–6.3)

Training Items (OTCA066 6.1)

A. Undesired aircraft state prevention:

1. Flight control laws principles and protections 이해 (OTCA066 6.1A①)
2. Normal flight envelope 탐색 (low/high speeds, low/high altitudes) — AOA awareness 강조 (OTCA066 6.1A②)
3. Energy management at low and high altitude (OTCA066 6.1A③)
4. Manual handling skills — normal and reconfiguration flight control laws (OTCA066 6.1A④)
5. AP/FD and A/THR specificities (engagement/disengagement, operating limits, mode reversions) (OTCA066 6.1A⑤)

B. Undesired aircraft state recognition and recovery:

1. Recovery from unusual aircraft attitude at low and high altitude (OTCA066 6.1B①)
2. Approach to stall at low and high altitude (OTCA066 6.1B②)
3. Flight Path Vector (FPV) 사용 판단 — when to use or not to use during recovery (OTCA066 6.1B③)
4. Full stall at low and high altitude (when mandated by authority or decided by operator) (OTCA066 6.1B④)

Unusual Attitude Training (OTCA066 6.2)

💡 Negative Learning 방지 (OTCA066 6.2)

Trainee가 upset entry profile을 직접 비행하는 것은 권장하지 않는다 (negative learning 위험). 권장 방법: A. ISI (In-Seat Instruction) — instructor가 pilot seat에서 entry profile 비행 후 trainee에게 control transfer B. Validated IOS functions 사용

Use of Motion (OTCA066 6.3)

SIM이 UPRT용으로 upgrade된 후 motion 가용. FSTD “crash conditions” 확인 및 crash inhibit 기능 활성화 필요 (시뮬레이터 freeze 방지). (OTCA066 6.3)

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12. FFS SIM Profile — Initial Training (OTCA066 p.23–24)

UPRT Initial Training Profile (2+00)

TIME	MODULE	SCENARIO ELEMENT
0+00		NORMAL T/O
0+10	#1 LOW ALT	01. Maneuver at LOW ALT (TURN/CLB/DES)
		02. Pitch & Power (TOGA), DIRECT LAW
		03. Pitch & Power (IDLE), DIRECT LAW
		04. Bank (30° BANK TURN)
		05. Bank – Rudder
0+20		06. VLS Effect with Speed Brake
		07. STEEP TURN
		08. SLOW FLIGHT
		09. ENG OUT WITH NO TRIM INPUT
0+30		10. HIGH/LOW SPD BUFFET (if applicable)
0+40	#2 HIGH ALT	01–04. Maneuver, Pitch & Power (TOGA/IDLE), Bank 30°
0+50		05–08. Bank-Rudder, BANK vs Stall Speed, SLOW FLIGHT, HIGH/LOW SPD BUFFET
1+00	#3 STALL (ISI)	01. STALL RECOVERY IDLE THRUST ONLY at LOW ALT
		02. CLEAN STALL at LOW ALT
		03. FULL STALL at LOW ALT (DEMO by instructor)
1+10		04. STALL RECOVERY IDLE THRUST ONLY at HIGH ALT
		05. CLEAN STALL at HIGH ALT
		06. CLEAN STALL at HIGH ALT — FULL AFT CG
		07. CLEAN STALL at HIGH ALT — G LOAD (abrupt back pressure)
1+20		08. CLEAN STALL at HIGH ALT — G LOAD (BANK)
		09. STALL during approach (F/D ON, AP OFF, A/THR ON/OFF)
		10. STALL during departure (F/D ON, AP OFF, A/THR ON/OFF)
1+30	#4 RECOVERY (ISI)	01. NOSE HIGH
		02. NOSE HIGH & BANK
		03. HIGH BANK ANGLE
1+40		04. NOSE LOW — SPD INCREASING
		05. HIGH ALT, NOSE LOW — SPD INCREASING
1+50	#5	01. BOUNCED LANDING
		02. LOSS OF RELIABLE AIRSPEED
		E — ENDS WHEN ALL ITEMS ARE COVERED

💬 REMARK (OTCA066 p.23)

(1) All items except those described: B777 — DIRECT MODE, PFC OFF (2) All items except those described: F/D OFF, AP OFF, A/THR OFF (3) ISI (In-Seat Instruction): Module #3, Module #4 (4) Module #4: ISI or Preselected UPRT menu on instructor panel may be used

Loss of Reliable Airspeed Training — B777 (OTCA066 p.24)

TIME	#	SCENARIO ELEMENT
0+00	1	IP PRESET SIM FOR TRAINING
		Re-position to RWY 33L T/O position
0+05	2	TAKE OFF
	3	CLB VIA SID TO FL230
0+10	4	▲ AIRSPEED UNRELIABLE
0+15	5	AIRSPEED UNRELIABLE PROC — MEMORY ITEM → ECL
		※ Compare IAS on PFD & ISIS with GND SPD
0+20	6	AFTER ECL COMPLETED — ENDS

설정: AAR 102, RWY 33L RJAA, CLB to FL230, QNH 1025hpa, Temp 0°C (OTCA066 p.24)

💬 REMARK (OTCA066 p.24)

(1) Instructors must know how to operate IOS panel for the training (2) AIRSPEED UNRELIABLE: maybe showing only SPD difference on PFDs with or without EICAS MSG (3) Finished the Training after ☐ AIRSPEED UNRELIABLE ECL completed

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13. Key Points (OTCA066 4.8)

💡 KEY POINTS HIGHLIGHTED THROUGHOUT THE TRAINING AID (OTCA066 4.8)

• Energy와 flight path를 인지하는 조종사는 startle에 덜 취약하고, controlled input으로 대처할 가능성이 높다.
• Flight envelope의 한 지점에서 적절한 control input이 다른 지점에서는 부적절할 수 있다. Flight dynamics의 근본적 이해 필수.
• Critical AOA를 초과하면 속도, 자세, 날개 형상에 관계없이 surface가 stall → lift 감소.
• 어떤 속도에서든 큰 aggressive control deflection reversal → structural design limits 초과 가능.
• Troubleshooting the cause of the upset is secondary to initiating the recovery. Recognize → confirm → regain and maintain control.
• Control reversal을 경계할 것.

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14. Decision Tree

flowchart TD
    A[RECOGNIZE AND CONFIRM<br>attitude, airspeed, altitude 평가] --> B{Stall?<br>Stick shaker / buffet /<br>lack of pitch authority}
    B -->|Yes| C[STALL RECOVERY<br>Nose-down elevator 유지<br>until stick shaker stops]
    B -->|No| D[DISCONNECT<br>AP & A/THR disengage]
    C --> D
    D --> E{Nose High?<br>Nose Low?}
    E -->|Nose High| F[Nose-down elevator<br>Nose-down trim*<br>Reduce thrust<br>Roll to obtain pitch rate*]
    E -->|Nose Low| G[Roll shortest direction<br>to wings level<br>Bank >90°: unload then roll*]
    F --> H[STABILIZE<br>CHECK SPD & ATT]
    G --> H
    H --> I[Configuration check<br>S/B, Flaps, L/G]
    I --> J[RECOVERY COMPLETE]

* Pitch trim, rudder — 소량만 사용. 과다 사용 시 upset 악화, control 상실, structural overload 위험.

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15. Common Errors (FCTM 기반)

오류	결과	출처
Nose-down elevator 불충분	Pitch attitude 감소 안 됨, stall 지속	FCTM 7.19
Nose-high 상태에서 thrust 증가	추가적인 pitch-up moment → 상황 악화	FCTM 7.19
Stabilizer trim 과다 사용	Out-of-trim 악화 또는 recovery 후 over-control	FCTM 7.19, POM 8.3.3
Rudder 과다/과속 사용	Lateral/directional control 상실, structural failure	FCTM 7.21, POM 8.3.4
Bank > 60°에서 nose-up elevator	Pitch 변화 미미 + AOA 초과 (stall) + structural limit 초과	FCTM 7.21
Stall recovery 전에 roll 시도	Aileron/spoiler 무효 (stalled wing)	FCTM 7.12
Nose-low recovery 후 과도한 pull-up	Secondary stall 유발	FCTM 7.12
Stall 중 gear/flap configuration 변경	Altitude loss 증가 (liftoff 시 flaps up 제외)	FCTM 7.12

⚠️ WINDSHEAR — 동일 챕터 참조 (POM 8.3.2)

“WARNING: Windshear avoidance/escape maneuver shall be immediately initiated if a windshear aural/visual alert occurs.” (POM 8.3.2) Windshear escape는 Upset Recovery와 별도 절차이나, Upset 상황 중 windshear가 동반될 수 있으므로 인지 필요. (POM 8.3.3, POM 8.3.4)

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Cross-References

• 본 페이지 — UPRT 시뮬레이터 훈련 통합
• Stall During Approach — Module #3 Item 09 접근 중 실속 회복 훈련 상세 (POM 8.3.1, FCTM 7.11–7.12)
• LCPPM Line Check Guide — 노선심사 시 UPRT 관련 평가 기준이 반영될 수 있음