Upsets

Question 1

What are the specific conditions that generally describe an aircraft upset?

Answer 1

Pitch attitude greater than 25 degrees nose up.

Pitch attitude greater than 10 degrees nose down.

Bank angle greater than 45 degrees.

Flight within the above parameters but at an inappropriate airspeed for the conditions.

Question 2

What should pilots avoid during an upset?

Answer 2

Avoid reacting too quickly and fixating on the situation. Overcome surprise and startle, analyze what the aircraft is doing, and implement the proper recovery.

Question 3

What should be avoided to prevent unacceptable load factors and secondary stalls?

Answer 3

Apply smooth control inputs

Question 4

During a wake turbulence encounter, how should the rudder be used?

Answer 4

Keep rudder neutral and use only to cancel yawing moment. Do not use the rudder as a primary roll control unless aileron control is ineffective.

Question 5

What is not the primary concern during any upset recovery?

Answer 5

Altitude loss.

Question 6

How is stall warning provided on the CRJ Series aircraft?

Answer 6

By the Stall Protection System (SPS) via stick shaker/pusher system.

Question 7

What is an impending stall or approach-to-stall?

Answer 7

It occurs when the angle of attack (AOA) causes a stall warning either through inherent aerodynamics, such as buffeting, or by synthetic means, such as a stick shaker or a persistent aural-and-visual cue.

Question 8

When should recovery be initiated in an impending stall?

Answer 8

At the first recognition of a stall warning.

Question 9

Does the Stall Protection System (SPS) compensate for wing contamination?

Answer 9

No, the SPS does not compensate for wing contamination.

Question 10

What should be done if characteristics typical of an aerodynamic stall, such as airframe buffet or uncommanded rolling, occur?

Answer 10

Initiate the stall recovery without waiting for SPS shaker or pusher activation.

Question 11

Explain full Stall

Answer 11

out-of-control event

• An uncommanded nose-down pitch tand may be accompanied by an uncommanded rolling motion.
• Buffeting of a magnitude and severity that is a strong and effective deterrent to further increase in AOA.
• No further increase in pitch occurs when the pitch control is held at the full aft stop, leading to an inability to arrest descent rate.
• Activation of a stick pusher.

Question 12

What is the primary emphasis of upset recovery?

Answer 12

To effectively reduce the Angle of Attack (AOA).

Question 13

What becomes secondary to regaining normal flight during upset recovery?

Answer 13

Minimizing altitude loss.

Question 14

How much altitude loss may be required during recovery at high altitudes?

Answer 14

Several thousand feet or more.

Question 15

Q: In the example of encountering a terrain warning during an upset recovery, what should be done?

Answer 15

The upset recovery takes precedence, followed by executing a CFIT escape maneuver once recovery is complete

Question 16

Should a recovery be delayed due to degrading airspeed or a stall event to obtain ATC clearance to a lower altitude?

Answer 16

No, do not delay a recovery. Declare an emergency as necessary.

Question 17

What is the first step when recognizing an upset situation?

Answer 17

Call out “UPSET” and assess the energy state of the aircraft

Question 18

What should be done after recognizing and confirming an upset?

Answer 18

Disconnect the autopilot and do not follow the flight director during recovery.

Question 19

What does the PUSH step involve in upset recovery?

Answer 19

Unload the airplane, manage the angle of attack, and apply smooth, deliberate, and positive control inputs.

Question 20

At high altitudes, what nose-down attitude should be maintained to recover from a stall or slow speed condition?

Answer 20

Maintain nose down -5 to -10 degrees until the aircraft is out of the stall or slow speed condition.

Question 21

What should be done if the airplane is stalled during an upset?

Answer 21

Recover from the stall before continuing with the remainder of the upset recovery procedure.

Question 22

What is the purpose of the ROLL step in upset recovery?

Answer 22

Manage the lift vector orientation by rolling toward the sky pointer to wings level without pulling elevator.

Question 23

What should be done during a nose-high upset if the elevator is ineffective at reducing pitch?

Answer 23

A: Roll the aircraft to a bank angle that starts the nose down, typically not exceeding 60 degrees.

Question 24

How should thrust be managed during upset recovery?

Answer 24

Use thrust and spoilers as required, up to maximum thrust if necessary. Reduce thrust immediately if in a high energy attitude.

Question 25

What is the final step in the upset recovery procedure?

Answer 25

Stabilize the aircraft to a normal flight path and implement the Threat and Error Management Model (TEAM) as applicable.

Question 26

At high altitudes, what should be done to return to normal flight after an upset?

Answer 26

A: Smoothly return to normal flight, remaining at or above the green line.

Do not allow airspeed to drop below 250/.70 (CRJ 200)

250/.74 (CRJ 550/700/900) during level off.

Question 27