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.  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. 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.  The following discussion explains each of the five steps: 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. 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. A spiral dive, a nose low upset, is a descending turn during  which airspeed and G-load can increase rapidly and often  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 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. FSTD–based UPRT  Spiral Dive All-Attitude/All-Envelope Flight Training Methods  4-23