Training Manual

Train the Trainer UPRT B737

LAT Course 1+0

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Table of Contents

Table of Contents 3

0 Revision Data 5
0.1 Revision Record 5
0.2 Revision Highlights 5
0.3 Revision System 5
0.4 List of effective Pages 5

1 FFS Training / Overview 7

1.1 Exercise Overview 7
1.2 Course Outline 7
1.3 Exercise Setups 10

2 FFS Training / Lesson Plan 13

3 System Malfunctions & Operational Considerations 27

3.1 Flight Control defects 27
3.2 Engine failures 27
3.3 Instrument failures 27
3.4 Loss of reliable airspeed 27
3.5 Automation failures 27
3.6 Stall protection system failures including icing alerting systems 27
3.7 Manoeuvre Capability 28

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0 Revision Data

0.1 Revision Record

No Revision date Effectivity date Revised by Controlled by

00 May 15, 2016 May 15, 2016 ON/T T. Rösch ON/T F. Helmke

01 May 21, 2016 May 21, 2016 ON/T T. Rösch ON/T F. Helmke

02 Oct. 22, 2016 Oct. 22, 2016 ON/T T. Rösch ON/T F. Helmke

03 Dec. 18, 2018 Dec. 18, 2018 N/DT L. Schleifenbaum N/DT T. Rösch
04
05
06
07
08
09
10

0.2 Revision Highlights

Revision No. 03:

• LAT Design incorporated
Revision No. 02:
• Chapter 1.5 added
Revision No. 01:
• Setup 4 corrected
• Chapter 3 added
• Chapter 1.4 moved to chapter 3.6

0.3 Revision System

With every revision, a complete new manual will be issued. Each page footer shows the identical revision
number.
Printed manuals always have to be checked versus the electronic edition to be sure not to use an outdated
version. Prints should show the caution “UNCONTROLLED WHEN PRINTED”.

0.4 List of effective Pages

All pages are indicating “Revision No. 03” in the footer.
The manual has in total 30 pages.
The File name of the valid edition is “2_UPR_737_LAT_0+0+00+1+0_INS_Rev03” (or as PDF).

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1 FFS Training / Overview

1.1 Exercise Overview

The training lesson consists of following main topics:

Exercise Altitude Main Training topics

Exercises A-G Low and High Altitude Advanced Manual Flying-Skills

Exercises H-K Medium and High Altitude AoA- and G-Load Awareness

Exercise L High Altitude Stall-Prevention-Training

Exercises M-S Medium Altitude Upset-Recovery-Training

ADD 1+2 Low Altitude Recovery from Stall events, G/A

1.2 Course Outline

Part Training Subject / Lesson Content

Advanced Flying Skills – Low Altitude
• Use of Primary Flight Controls - AILERON
• Use of Primary Flight Controls - RUDDER
• Use of Secondary Flight Controls - TRIM
A-D
• Use of Secondary Flight Controls - THRUST
Learning Objective:
Compare specific Flight Control responses at LOW Altitude to HIGH Altitude

Part Training Subject / Lesson Content

Advanced Flying Skills – High Altitude

• Use of Primary Flight Controls - AILERON

• Use of Primary Flight Controls - RUDDER
E-G • Use of Secondary Flight Controls - SPEEDBRAKE

Learning Objective:
Compare specific Flight Control responses at LOW Altitude to HIGH Altitude

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Part Training Subject / Lesson Content

AOA Awareness - Medium Altitude

• VS depends on G-load
• VS is independent from bank angle
H-I • VS / Stall is independent from attitude

Learning Objective:
Explore the VN diagram and VS by loading and unloading exercises

Part Training Subject / Lesson Content

AOA Awareness - High Altitude

• Energy Management - Backside of the Power Curve

• VS depends on G-load
• VS is independent from bank angle
J-L • VS / Stall is independent from attitude
• Buffet margin at high ALT
• Stall prevention at high ALT

Learning Objective:
Explore the VN diagram and VS by loading and unloading exercises

Part Training Subject / Lesson Content

Recovery from stall events - Additional exercises for UPRT customer crews
• STALL RECOVERY
- In clean configuration at low altitude
- In landing configuration during the approach
• Go-Around from unusual stage during approach
ADD 1+2
• STALL RECOVERY
- In Take-Off configuration

Learning Objective:
STALL RECOVERY

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Part Training Subject / Lesson Content

Recoveries from Nose-HIGH
• Nose-HIGH recovery using Elevator
• Nose-HIGH recovery using Elevator and Trim
• Nose-HIGH recovery using Elevator and Thrust
M-Q • Nose-HIGH recovery using Elevator and Bank
• Nose-HIGH + high bank angle recovery

Learning Objective:
Apply the Learning Methodology to perform Nose-HIGH recoveries

Part Training Subject / Lesson Content

Recoveries from Nose-LOW
• Nose-LOW recovery
• Nose-LOW + high bank recovery
R-S
Learning Objective:
Apply the Learning Methodology to perform Nose-LOW recoveries

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1.3 Exercise Setups

AIRCRAFT & PERFORMANCE DATA: Select “Crash Inhibit”
B737 - 300 (CL) 800 (NG)

SETUP 1 IMC/Night
ZFM: 40,0 t 54,0 t
FUEL: 9,0 t 7,0 t
GW: 49,0 t 61,0 t
CG: 20,0 % 20,0 %
Altitude: 5.000 ft 5.000 ft
Speed: 250 kt 250 kt

SETUP 2 IMC/Night
ZFM: 47,0 t 58,0 t
FUEL: 11,0 t 12,0 t
GW: 58,0 t 70,0 t
CG: 20,0 % 20,0 %
Altitude: FL 330 FL 370
Speed: M.75 M.78

SETUP 3 IMC/Night
ZFM: 40,0 t 54,0 t
FUEL: 50,0 t 7,0 t
GW: 49,0 t 61,0 t
CG: 20,0 % 20,0 %
Altitude: FL 100 FL 100
Speed: 190 kt “UP”

SETUP 4 IMC/Night
ZFM: 40,0 t 54,0 t
FUEL: 50,0 t 7,0 t
GW: 49,0 t 61,0 t
CG: 20,0 % 20,0 %
Altitude: FL 100 FL 100
Speed: 250 kt 250 kt

SETUP 5 IMC/Night
ZFM: 40,0 t 54,0 t
FUEL: 50,0 t 7,0 t
GW: 49,0 t 61,0 t
CG: 20,0 % 20,0 %
Altitude: 5.000 ft 5.000 ft
Speed: 300 kt 300 kt

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B737 - 300 (CL) 800 (NG)

SETUP 6 VMC (no clouds)/Day

ZFM: 40,0 t 54,0 t
FUEL: 9,0 t 7,0 t
GW: 49,0 t 61,0 t
CG: 20,0 % 20,0 %
Altitude: FL 150 FL 150
Speed: 190 kt “UP”

SETUP 7 VMC (no clouds)/Day

ZFM: 40,0 t 54,0 t
FUEL: 9,0 t 7,0 t
GW: 49,0 t 61,0 t
CG: 20,0 % 20,0 %
Altitude: FL 150 FL 150
Speed: 250 kt 250 kt

SETUP ADD 1 IMC/Night

ZFM: 48,0 t 60,0 t
FUEL: 3,0 t 5,0 t
GW: 51,0 t 65,0 t
CG: 20,0 % 20,0 %
Altitude: 5.000 ft 5.000 ft
Speed: 190 kt “UP“

SETUP ADD 2 IMC/Night

ZFM: 48,0 t 60,0 t
FUEL: 13,0 t 18,0 t
GW: 61,0 t 48,0 t 78,0 t 60,0 t
CG: 20,0 % 20,0 %
TASS: 33°C 60°C 38°C 55°C
Engine rating: 22K 22K 24K 22K
FLAPS: 5° 1° 5° 1°

V1: 144 kt 134 kt 152 kt 142 kt

V R: 148 kt 135 kt 153 kt 142 kt
V2: 155 kt 141 kt 158 kt 144 kt

ATIS: EDDF information M / RWY in use 18, 25L, 25C, 25R 20010KT 5000 BR OVC040
19/11 Q1019 NOSIG

All exercises except ADD 1 and ADD 2 start at FFM VOR, HDG 250°. –
For ADD 1 and ADD 2 see lesson plan for position details.
Note: Elapsed timings provided are for a 2 (blue) and a 3 Trainees (black) setup. – In case of 3 Trainees 3rd
Pilot will accomplish exercises after completion of all training for Trainees 1 and 2.

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2 FFS Training / Lesson Plan

Advanced Manual Flying Skills – Low Altitude

Part Training Subject SIM Setting / ATC 

A Use of Primary Flight Controls - AILERON
HDG 250°, SPD 250 kt, AP / FD / A/T: OFF, PF: Trainee 1&2
1 SETUP 1
FPV (NG ONLY): ON
REPOS FFM / 5.000 ft /
2 Roll with full aileron to 60° bank, hold bank shortly 61 t (CL: 49 t)
VISUAL: NIGHT/IMC
3 Roll to other side 60° bank
00:10
4 Hold and return to level flight 02:15
Info: Do not change THR-setting and avoid elevator- and rudder-inputs, maintaining altitude is
not important.
Experience roll-rate performance with full aileron inputs using rapid maximum inputs.
B Use of Primary Flight Controls - RUDDER
HDG 250°, SPD 250 kt, AP / FD / A/T: OFF, PF: Trainee 1&2
5
FPV (NG ONLY): ON, Radar Vectors REPOS FFM / 5.000 ft

6 Using rudder only roll to 15° of bank, neutralize rudder

7 Roll to opposite side to 15° of bank, neutralize rudder

00:15
8 Roll back to level flight 02:20
Info: Experience magnitude of yaw and roll resulting from small rudder inputs; compare to aileron inputs.
NO abrupt rudder input, only gentle inputs. Wait for aircraft reaction before changing rudder input.
Compare to aileron inputs.
C Use of Secondary Flight-Controls: Pitch-Change using TRIM only
HDG 250°, SPD 250 kt, AP / FD / A/T: OFF, PF: Trainee 1&2
9
FPV (NG ONLY): ON REPOS FFM / 5.000 ft
10 Apply nose-up pitch-trim slowly
When approaching minimum manoeuvre-speed
11
apply nose-down pitch-trim
When approaching 280 kt apply nose-up pitch-trim
12
until climbing again
Avoid elevator-inputs, stabilize flightpath using pitch-
13
trim only
14 00:20
Use aileron if necessary to maintain wings-level
attitude 02:25
Info: Experience the rate of pitch-change and observe the delay and slow reaction due to slow stabilizer
movement.

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Advanced Manual Flying Skills – Low Altitude

Part Training Subject SIM Setting / ATC 

D Use of Secondary Flight-Controls: Using THRUST only
HDG 250°, SPD 250 kt, AP / FD / A/T: OFF, PF: Trainee 1&2
15
FPV (NG ONLY): ON REPOS FFM / 5.000 ft
16 Rapidly apply full thrust
17 At 15º pitch-attitude reduce thrust rapidly to idle
Wait until nose-down attitude and speed-increase
18
are established
Use aileron if necessary to maintain wings-level 00:25
19
attitude 02:30
Info: Experience pitch-changes resulting from low-mounted engines.

Advanced Manual Flying Skills – High Altitude

E Use of Primary Flight-Controls: AILERON

HDG 250°, SPD M.78 (CL: M.75), PF: Trainee 1&2
20
AP / FD / A/T: OFF, FPV (NG ONLY): ON SETUP 2
REPOS FFM / FL 350 /
21 Roll with normal aileron-input to 30º bank 70 t (CL: FL 330 / 58 t)
VISUAL: NIGHT/IMC
22 Neutralize controls
23 Roll to 30º bank on the other side
00:10
24 Neutralize controls and return to level flight
00:30
25 Disregard altitude 02:35
Info: Observe aircraft responsiveness. Refer to Flaps-Up Manoeuvre Capability in chapter 3.7.
F Use of Primary Flight-Controls: RUDDER
HDG 250°, SPD M.78 (CL: M.75), PF: Trainee 1&2
26 REPOS FFM / FL 350
AP / FD / A/T: OFF, FPV (NG ONLY): ON
27 Using rudder only roll to 15º bank

28 Neutralize rudder
29 Roll to 15º bank on the other side
30 Neutralize rudder and roll back to level flight
Maintain THR-setting and avoid elevator and aileron- 00:35
31 00:10
inputs 02:40
Info: Experience resulting yaw- and roll–rates at high TAS/ALT with small rudder-inputs and compare to
aileron-inputs.

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Advanced Manual Flying Skills – High Altitude

Part Training Subject SIM Setting / ATC 

Use of Secondary Flight-Controls: Pitch-Change with use of SPEEDBRAKES
G
Scenario: Overspeed
HDG 250°, SPD M.78 (CL: M.75), PF: Trainee 1&2
32
AP / FD / FPV (NG only) / A/T: ON REPOS FFM / FL 350 /
70 t (CL: FL 330 / 58 t)
33 Apply speedbrakes rapidly VISUAL: NIGHT/IMC
Observe the resulting pitch-change and the changes on
34
PFD-speedband
35 Retract the flight-spoilers rapidly
Repeat the exercise, but this time extend the flight-
36
spoilers slowly
00:40
37 Retract the flight-spoilers slowly 02:45
Info: Demonstrate the aircraft-reaction when using the flight-spoilers at high altitudes for example to avoid
an overspeed-condition.

AOA and G-Awareness – Medium Altitude

Part Training Subject SIM Setting / ATC 

H Loading and unloading, explore the VN-diagram

HDG 250°, SPD “UP”, AP / FD / A/T: OFF, PF: Trainee 1&2

38 SETUP 3
FPV (NG ONLY): ON
REPOS FFM / FL100 /
39 Roll to 45º bank 61 t (CL: 49 t)
VISUAL: NIGHT/IMC
40 Adjust thrust only slightly
Load and unload the aircraft by elevator-inputs
41
(“Play with VS“)
Stickshaker-onset shall be observed as lower-limit to 00:45
42
unload 02:50
Info: Stall-recovery–Memory Items shall not be executed! Experience increase and decrease of VS with
varying G-Loads. Separate G-Load from Bank-Angle!
Understand that the G-load and not the Bank-Angle increases VS.
IP: If available engage G-Load indication on IOS in order to provide adequate feedback to the
Trainees.

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AOA and G-Awareness – Medium Altitude

Part Training Subject SIM Setting / ATC 

I Loading and unloading below the horizon, explore the VN-diagram

HDG 250°, SPD250 kt, AP / FD / A/T: OFF, PF: Trainee 1&2

43
FPV (NG ONLY): ON SETUP 4
REPOS FFM / FL100
44 Establish 45º bank turn VISUAL: NIGHT/IMC
45 Reduce thrust to idle
46 Pitch-attitude to -10º nose-down
Load and unload the aircraft by elevator-inputs (“Play with
47
VS“)

00:50
48 Pull strong enough to initiate stick-shaker-onset
02:55
Info: Stall-recovery Memory Items shall not be executed!
Experience increase and decrease of VS when varying G-Loads below the horizon.
Understand that AOA (risk of stall) is independent from attitude and airspeed.
Separate “stall” from attitude!
Note that loading and unloading changes VS; also in a nose below-horizon attitude.
Recognize the risk of an accelerated stall when loading/pulling during recovery.
IP: If available engage G-Load indication on IOS in order to provide adequate feedback to the
Trainees.
ENERGY-MANAGEMENT/ ENERGY-TRADING
J
Scenario: Sudden temp.-increase or wind-change
HDG 250°, SPD M.78 (CL: M.75), AP / FD / PF: Trainee 1 or 2
49 SETUP 2
FPV (NG ONLY): ON, A/T: OFF
REPOS FFM / FL 370 /
Reduce speed in level-flight to MERS band (1.3 G FMC- 72 t (CL: FL 330 / 58 t)
50
buffet-margin) VISUAL: NIGHT/IMC
Stabilize on upper limit of MERS band (“backside of
51
the power-curve“)
52 Set maximum thrust and start timing
Observe resulting acceleration and time required to regain
53
speed
54 Reduce speed again as before

55 When at MERS band set max thrust

Establish descent (vertical-speed - 1500 ft/min) to induce
56
speed-increase and start timing
57 Continue descent to regain normal cruise-speed
00:55
58 Set cruise-thrust and level off 03:00

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AOA and G-Awareness – High Altitude

Part Training Subject SIM Setting / ATC 

BUFFET MARGIN
K
Scenario: Manual flight at cruise ALT after A/P disconnect due to system failure.
HDG 250°, SPD M.78 (CL: M.75) PF: Trainee 1&2
59 SETUP 2
AP / FD / A/T: OFF, FPV (NG ONLY): ON
REPOS FFM / FL 370
60 Perform level turns at 15º bank (CL: FL 330)
VISUAL: NIGHT/IMC
61 Perform level turns at 30º bank
01:00
62 Level off 03:05
Info: Experience that level turns increase G-load and decrease the buffet-margin.
Understand the advantage of lower bank-angles at high altitudes.
Refer to Manoeuvre Capability graphs in chapter 3.7.
IP: If available engage G-Load indication on IOS in order to provide adequate feedback to the
Trainees.
HIGH-ALTITUDE STALL-RECOVERY ACCORDING SOP
L
Scenarios: Engine Failure or All Engine Failure / Volcanic Ash / TCAS RA
HDG 250°, SPD M.78 (CL: M.75), PF: Trainee 1&2
63 REPOS FFM / FL 370
AP / FPV (NG only) / FD / A/T: ON
(CL: FL 330)
Reduce speed in level-flight to first indication of stall-
64
warning (stick-shaker and /or buffeting)
65 Apply stall-recovery Memory Items
66 Practice high-altitude manual flying
01:05
67 Train the high-altitude stall-recovery 03:10
Info: Note that at high Mach No. the critical AOA is much lower that at low Mach No.

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Recovery from STALL events - Additional exercises for UPRT customer crews

Part Training Subject SIM Setting / ATC 

ADD STALL RECOVERIES, in clean, then landing configuration during approach
1 Scenario: Inappropriate speed monitoring during approach leads to an undesired a/c state.
Scenario: System failures leading to pilot error during final approach
68 AP / FPV / A/T: OFF, FD: ON PF: Trainee 1 or 2
SETUP ADD 1
In clean configuration set THR to idle and reduce
REPOS on downwind 25C
airspeed.
69 FRA / MLM /
Recover at first indication of stall (natural or synthetic)
Visual: IMC / NIGHT
using the SOP
70 AP / FPV / A/T: OFF, FD: ON PF: Trainee 1 or 2
REPOS 10 NM final ILS
Set THR to idle and reduce airspeed.
25C FRA / MLM / Landing
71 Recover at first indication of stall (natural or synthetic)
Configuration /
using the SOP
Visual: IMC / NIGHT
01:10
72 Perform G/A after the stall recovery 03:15
ADD STALL RECOVERY: In Take-Off configuration
2 Scenario: Cascading effect, icing leads to system failures and causes a pilot error during
take-of / Take-off with incorrect speeds and/or flap settings
PF: Trainee 1 or 2
SETUP ADD 2
73 AP / A/T: OFF / FD / FPV (NG ONLY): ON
REPOS TKOF Position
RWY 25C FRA, MTOM
Use ZFM and enter as GW,
and/or use Flaps 1 with
74 TKOF with subsequent stall indication after lift-off
Flaps 5 speeds. Use red
data provided in SETUP

75 Recover at first indication of stall (natural or synthetic) 01:25

03:25

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Upset Recovery Training – Low Altitude

Part Training Subject SIM Setting / ATC 

M Nose-High-Recovery: USE OF NOSE-DOWN ELEVATOR
PF: Instructor then Trainee
HDG 250°, SPD 300 kt, AP / FPV (NG only) / FD / A/T: 1&2
76
OFF SETUP 5
REPOS FFM / 5.000 ft /
61 t (CL: 49 t)
77 Trainee heads-up VISUAL: NIGHT/IMC

Instructor applies full thrust and flies the aircraft

78 coordinated to a 30º-40º nose-up and wings-level
attitude
79 Instructor transfers control

80 Trainee calls out: “I HAVE CONTROL“

81 Trainee recovers by USE OF NOSE-DOWN ELEVATOR 01:30

03:30
Info: This is the basic recovery-exercise and shall provide the Instructor and the Trainee with the basic
feeling for the following upset-manoeuvres.
The Trainee shall mentally use the methodology: PUSH-ROLL-STABILIZE and THRUST/DRAG AS
REQUIRED.
IP: If available engage G-Load indication on IOS in order to provide adequate feedback to the
Trainees.
Point out:
• Human factors: Sensations, stress response, counterintuitive actions
• Importance of PM duties during recovery (monitor energy, AOA and support the PF!)

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Upset Recovery Training – Low Altitude

Part Training Subject SIM Setting / ATC 

N Nose-High-Recovery / USE OF PITCH-TRIM
HDG 250°, SPD 300 kt, AP / FPV (NG only) / FD / A/T: PF: Instructor then Trainee
82 1&2
OFF
REPOS FFM / 5.000 ft
83 Trainee heads-down
Instructor trims nose-up and maintains altitude with Stab Trim Override Switch
84
elevator to “Override”
85 Allow aircraft to climb
When passing 25º pitch-attitude Instructor transfers
86
control
Trainee calls out: “I HAVE CONTROL” and recovers by
87
applying nose-down elevator and trim

88 Push to unload and at the same time correct the miss-trim 01:35
03:35
Info: This manoeuvre shall lead the attention to the possibility of a miss-trimmed condition and provide the
training to recover using elevator and trim.
The Trainee again shall use the methodology PUSH-ROLL-STABILIZE and THRUST/DRAG AS
REQUIRED.
IP: If available engage G-Load indication on IOS in order to provide adequate feedback to the
Trainees.
Point out:
• Human factors: Sensations, stress response, counterintuitive actions
• Importance of PM duties during recovery (monitor energy, AOA and support the PF!)

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Upset Recovery Training – Low Altitude

Part Training Subject SIM Setting / ATC 

O Nose-High-Recovery / USE OF THRUST
HDG 250°, SPD 300 kt, AP / FPV (NG only) / FD / A/T: PF: Instructor then Trainee
89 1&2
OFF
REPOS FFM / 5.000 ft
90 Trainee heads-down
Instructor sets maximum thrust and flies the aircraft
91
coordinated 30º-40º nose-up
92 Instructor transfers control

Trainee calls out: “I HAVE CONTROL” and recovers by

93
applying nose-down elevator and thrust reduction

94 Push to unload and the same time reduce thrust to idle

01:40
95 When stabilizing use normal pitch and thrust values 03:40
Info: Experience that thrust-reduction supports the nose-down movement. This is needed if elevator
authority is not sufficient. Train to deliberately use thrust to assist the nose-down movement.
IP: If available engage G-Load indication on IOS in order to provide adequate feedback to the
Trainees.
Point out:
• Human factors: Sensations, stress response, counterintuitive actions
• Importance of PM duties during recovery (monitor energy, AOA and support the PF!)

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Upset Recovery Training – Low Altitude

Part Training Subject SIM Setting / ATC 

P Nose-High-Recovery / USE of BANK
HDG 250°, SPD 300 kt, AP / FPV (NG only) / FD / A/T: PF: Instructor then Trainee
96 1&2
OFF
REPOS FFM / 5.000 ft
97 Trainee heads-down
Instructor sets maximum thrust and flies the aircraft
98
coordinated 30º-40º nose-up
99 Instructor transfers control
Trainee calls out: “I HAVE CONTROL” and recovers by
100
applying nose-down elevator and bank
Use the bank-angle to support the nose-down pitch-
101
moment
Roll to max 60º bank and keep the bank angle until until
102
pitch-attitude passes through the horizon
Roll wings level and stabilize using normal pitch and thrust 01:50
103
values 03:45
Info: Train the nose-high-recovery and experience that a bank-angle of up to 60º leads to a better nose-
down movement.
Train to deliberately use a bank angle and to wait until below the horizon before rolling back to
wings level.
IP: If available engage G-Load indication on IOS in order to provide adequate feedback to the
Trainees.
Point out:
• Human factors: Sensations, stress response, counterintuitive actions
• Importance of PM duties during recovery (monitor energy, AOA and support the PF!)

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Upset Recovery Training – Low Altitude

Part Training Subject SIM Setting / ATC 

Q Nose-High / High Bank-Angle-Recovery
HDG 250°, SPD 300 kt, AP / FPV (NG only) / FD / A/T: PF: Instructor then Trainee
104 1&2
OFF
REPOS FFM / 5.000 ft
105 Trainee heads-down
Instructor sets maximum thrust and flies the aircraft
106
coordinated 30º-40º nose-up and 50º-60º bank
107 Instructor transfers control
108 Trainee calls out: “I HAVE CONTROL”
Trainee applies nose down pitch-input, trim and thrust as
109
necessary
Then keeps the bank-angle to support the nose-down
110
pitch-moment

Reduce bank to max 60º if necessary; keep the bank

111
angle until pitch-attitude passes through the horizon
01:55
112 Roll wings level and stabilize with pitch and thrust 03:50
Info: Train to recover from a nose-high / high bank-angle attitude. Experience that a bank-angle of up to
60º can support a nose-high-recovery. Resist the desire to roll wings-level too early. Train to
deliberately use the bank angle and to wait until below the horizon before rolling back to wings
level.
IP: If available engage G-Load indication on IOS in order to provide adequate feedback to the
Trainees.
Point out:
• Human factors: Sensations, stress response, counterintuitive actions
• Importance of PM duties during recovery (monitor energy, AOA and support the PF!)

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Upset Recovery Training – Low Altitude

Part Training Subject SIM Setting / ATC 

R Nose-Low-Recovery: WINGS-LEVEL
HDG 250°, SPD “UP” (CL: 190 kt), AP / FPV (NG only) / PF: Instructor then Trainee
113 1&2
FD / A/T: OFF
SETUP 6
REPOS FFM / FL150
114 Trainee heads-down Visual: VMC / Daylight /
CAVOK
115 Instructor reduces thrust to idle
When nose-down pitch-attitude of 10º-20º is reached
116
the Instructor transfers control
Trainee calls out: “I HAVE CONTROL“ and applies the 02:00
117
appropriate nose-low-recovery 03:55
Info: Train the nose low-recovery and experience that even in a high-speed nose-low-attitude the margin
to critical AOA must be observed during the recovery to avoid a stall.
Overspeed-warning should be avoided using thrust-reduction and speed-brakes.
Note that exceeding maximum speed is much less dangerous than inducing an accelerated stall by
pulling too early.
IP: If available engage G-Load indication on IOS in order to provide adequate feedback to the
Trainees.
Point out:
• Human factors: Sensations, stress response, counterintuitive actions
• Importance of PM duties during recovery (monitor energy, AOA and support the PF!)

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Upset Recovery Training – Medium Altitude

Part Training Subject SIM Setting / ATC 

S Nose-Low-Recovery: HIGH BANK ANGLE

PF: Instructor then Trainee
HDG 250°, SPD 250 kt, AP / FPV (NG only) / FD / A/T:
118 1&2
OFF SETUP 7
REPOS FFM / FL150
119 Trainee heads-down Visual: VMC / Daylight /
CAVOK
120 Instructor reduces thrust to idle and

121 flies to a bank-angle of 50º-60º

Then establishes a nose-down pitch-attitude of 10º-20º

122
with 50º-60°bank. Then the Instructor transfers control

Trainee calls out: “I HAVE CONTROL“ and applies the 02:05

123
Nose-low-recovery 04:00
Info: The Trainee shall apply the correct recovery-sequence:
PUSH-ROLL-STABILIZE and THRUST/DRAG AS REQUIRED & call-outs.

After “PUSH-to-unload“ and check trim, ROLL comes first because the orientation of the lift-vector
upwards has priority, thereafter thrust reduction and speedbrakes, parallel action of ROLL and
thrust/speedbrakes is also acceptable. Experience the importance of roll before pulling, avoid
rolling-pull!

“PUSH-to-unload“ serves as a reminder to release backpressure and to avoid a rolling-pull.

“PUSH“ is not meant to further lower the pitch. A “PUSH“ will be needed in high-bank situations to
unload and increase roll rates, especially when at > 90° of bank. (In case of Stall in Nose-LOW a
“PUSH“ would also be the first action).

Offer hints to identify the correct direction of roll (to the blue, to the index, up-the-ladder, to the
nearest horizon).
IP: If available engage G-Load indication on IOS in order to provide adequate feedback to the
Trainees.
Point out:
• Human factors: Sensations, stress response, counterintuitive actions
• Importance of PM duties during recovery (monitor energy, AOA and support the PF!)

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INTENTIONALLY LEFT BLANK

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3 System Malfunctions & Operational Considerations

3.1 Flight Control defects

All flight controls are mechanically controlled and hydraulically-operated (actuated). In worst case scenarios
secondary flight controls (thrust, trim, speed brakes) may be used to replace jammed or restricted primary
flight controls (elevator, aileron, rudder). Refer to QRH Chapter 9 Flight Controls for specific NNCs.

3.2 Engine failures

Engine failures (one engine or all engines) might be viewed from a handling and from an energy
management perspective. As a general rule primary flight-crew tasks are linked to aircraft handling at lower
airspeeds. At high altitudes crews use energy management strategies to deal with engine failures. Refer to
the operating techniques described in the FCTM.

3.3 Instrument failures

The Electronic Flight Instrument System (EFIS) presents data to the pilots with a high level of redundancy. In
most cases instrument failures can be handled by switching to operable flight data sources and displays.
Upsets caused by instrument failures therefore are not very likely. However wrong data-input (i.e. from IRUs,
AOA and/or Air Data sensors) may contribute to developing upsets. QRH chapter 10 Flight Instruments,
Displays contains multiple NNCs to assure that the pilot can maintain sufficient access to the data needed.

3.4 Loss of reliable airspeed

Environmental conditions or system failures can lead to unreliable airspeed indication during any flight
phase. Pilot error (inaction or inappropriate inputs) can quickly lead to a developing upset situation. Timely
switching from threat-and-error management to handling the undesired aircraft state by applying the
respective memory Items is needed. Due to a missing caution message an unreliable airspeed situation on
the B737 CL is difficult to identify and requires therefore constant scanning of the primary flight instruments.
The NNC “Airspeed Unreliable” is contained in the QRH. The provided Pitch/Thrust tables may also be used
to stabilize the aircraft during most upset situations.

3.5 Automation failures

Failures of automation can be system induced or part of a cascading effect resulting from environmental
conditions, such as icing or turbulence. If they lead to a developing upset situation pilots should be prepared
to immediately arrest any divergence from the intended flight path and take manual control. On the other
hand if automation is responding correctly it may not be appropriate to decrease the level of automation
while assessing if the divergence is being stopped by the system. Refer to QRH Chapter 4 Auto Flight for
specific
NNCs.

3.6 Stall protection system failures including icing alerting systems

Failure of icing alerting systems should trigger crews to increase situational awareness. In case of ice
accretion or certain system failures at high mach numbers, stall may occur before the synthetic stall warning
is triggered. Crews should remain sensible of natural stall warnings, such as buffet, as they are always
reliable indications of an impending stall.

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3.7 Manoeuvre Capability

The following figures are representative illustrations of airplane maneuver margin or bank capability to stick
shaker as a function of airspeed. This includes both a flap extension and flap retraction scenario. These
charts are generalized to show relative trends of maneuver capability during flap retraction and extension
and are not meant to be representative of any one takeoff or landing condition.
When reviewing the maneuver margin illustrations, note that:
• There is a direct correlation between bank angle and load factor (g) in level, constant speed flight. For
example, 1.1g corresponds to 25° of bank, 1.3g ~ 40°, 2.0g ~ 60°.
• The illustrated maneuver margin assumes a constant speed, level flight condition
• Stick shaker activates prior to actual stall speed
• Flap retraction or extension speed is that speed where the flaps are moved to the next flap position in
accordance with the flap retraction or extension schedule
• Flap retraction and extension schedules provide speeds that are close to minimum drag, and in a climb
are close to maximum angle of climb speed. In level flight they provide a relatively constant pitch attitude
and require little change in thrust at different flap settings.
• The black dots on the bold lines indicate:
— maneuver speed for the existing flap setting
— flap retraction or extension speed for the next flap setting
The distance between the bold line representing the flap extension or retraction schedule and a given bank
angle represents the maneuver margin to stick shaker at the given bank angle for level constant speed flight.
Where the flap extension or retraction schedule extends below a depicted bank angle, stick shaker activation
can be expected prior to reaching that bank angle.

Conditions Affecting Maneuver Margins to Stick Shaker

For a fixed weight and altitude, maneuver margin to stick shaker increases when airspeed increases. Other
factors may or may not affect maneuver margin:
• Gross weight: generally maneuver margin decreases as gross weight increases. The base speed (V 2 or
VREF) increases with increasing weight. The speed additive is a smaller percent increase for heavier
weights.
• Altitude: generally maneuver margin decreases with increasing altitude for a fixed airspeed
• Temperature: the effect of a temperature change on maneuver margin is negligible
• Landing gear: a small decrease in maneuver margin may occur when the landing gear is extended. This
loss is equivalent to 2 knots of airspeed or less.
• Speedbrakes: maneuver margin decreases at any flap setting when speedbrakes are extended
• Engine failure during flap retraction: a small decrease in maneuver margin occurs due to the reduced lift
experienced with the loss of thrust. The loss is equivalent to 4 knots of airspeed or less.

737-300 - 737-500
• Anti-ice: the use of engine or wing anti-ice has no effect on maneuver margin

737-600 - 737-900ER
• Anti-ice: the use of wing anti-ice reduces the flaps-up and flaps-down maneuver margin. The use of
engine anti-ice reduces the flaps-down maneuver margin but has no effect on the flaps-up maneuver
margin. If only the engine anti-ice is used, the effect goes away when the engine anti-ice is turned off. If
the wing anti-ice is used, the effect remains until the airplane lands.

Note: The term “reduced maneuver margin”, when used in reference to anti-ice systems, means that the stall
warning logic adjusts stick shaker to a lower angle of attack. This results in a higher stick shaker speed and
a higher minimum maneuver speed. Flap retraction and extension speeds are not affected by the use of anti-
ice systems, therefore maneuver margin is reduced.

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Maneuver Margins to Stick Shaker- Flap Retraction

B737-300 - 500

B737-600 - 900

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Maneuver Margins to Stick Shaker - Flap Extension

737-300 - 500

B737-600 – 900

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