UPSET RECOVERY TRAINING FOR CIVIL AVIATION PILOTS

The paper is devoted to the problems of civil pilots upset recovery training. This is quite a new problem, which occurred due to the change in civil aviation pilots training programs that became possible due to the high level of modern civil aircraft automation. The upset recovery training removal negatively affected the level of flight safety both in our country and all over the world. The paper presents legal documents for flight simulations certification. Types of aircraft for civil pilots initial training used all over the world are described too. The analysis of the new types of light training aircraft that can be used as a change in the civil aviation academies was conducted. Modern upset recovery training program and its blind spots were studied in this paper in details. The problems of modern studies in upset recovery in civil aviation are the central part of this work. The paper contains information about legislative framework obsolescence, and creation of a new type of aviation simulator, that can simulate upset recovery situations concept. Current legislative framework of aviation simulators licensing is analyzed in this paper in comparison with the best international practices, regulations and recommendations. Conducted analysis showed that current certification legislative framework became obsolete and needs a revision for maintaining high standards in flight safety. Recommendations connected with the change of initial training types of aircraft in civil aviation academies are given.


INTRODUCTION
From Wright brothers up to the present time, aviation industry has become highly sophisticated, complicated and safe. Modern technologies have made operators from pilots. Nowadays aircraft are so smart and perfect, that ordinary pilot skills have become unnecessary in routine flights [1]. This situation became possible due to "fly by wire" technology, modern fly control computers and navigation equipment in "glass cockpit". This tech spread fast through the industry and made a revolution not only in the civil aviation itself, but in pilots training courses. Now upset recovery trainings are not needed. Pilots training doctrine was changed and it led to degradation in basic pilot technique skills.
As modern aircraft is protected from stall or upset by the laws of fly by wire system, new civil aviation industry says, that very expensive initial upset recovery training, on the light aircraft, now is simply unnecessary. This statement looks logically from the fist view. If a civil pilot flies the aircraft only in the flight envelope, the automatic system will give him no chance to break through restrictions neither deliberately, nor accidently. But everyday life shows us that despite all cutting-edge technology systems and protections, aircraft can sometimes be found in upset situations [2]. And if a pilot has no skills to recognize the situation and make right actions for the upset recovery, the situation always becomes a catastrophe.

ANALYSIS
One big example of wrong situation recognition and wrong pilots' actions can be an A330 crash over the Atlantic Ocean in 2009. That crash happened because of the pitot probe icing over the ocean and wrong actions of the crew. Last year Russian Air Force lost An-26 due to low altitude stall. An-148 was lost near Domodedovo, when pilots forgot to turn on electrical pitot heaters, and found themselves in the situation very similar to A330 crew over the Atlantic. In all these cases the crew could not even recognize the situation they were in and find the way out of it.
More than 1/5 th of such accidents had happened due to lack of necessary upset recognition and recovery skills among pilots. Simulations showed that 90 percent of stall and upset recovery crashes could have been avoided if pilots had had necessary initial training and skills. Flight safety statistic data shows that from 2002 to 2016 lack of authority, stalls and upsets with wrong crew actions, became the reason of 16 crashes where more than 2100 passengers died, and it's still the leader in the list of air crash reasons [3]. Analysis of flight safety shows us that even in the latest models of highly sophisticated and cutting-edge technology aircraft, the main role always was, and will belong to the welltrained crew.
Civil aircraft were found in upsets before nowadays, but crew could manage the situation well more often, because they were trained for if in the walls of aviation schools. And, of course, some cases were badly investigated and could be written to a wrong graph in statistic reports. We need to say that this problem has only been found recently due to the change in pilots' generations and production of more and more automatic aircraft.
Let us see, what Boeing says about upset recovery: "Historically, an upset was defined as unintentionally exceeding one or more of the following conditions:  Pitch attitude greater than 25 degrees nose up;  Pitch attitude greater than 10 degrees nose down;  Bank angle greater than 45 degrees;  Less than the above parameters but flying at an airspeed inappropriate for the conditions. An upset condition is now considered any time an airplane is diverting from the intended airplane state. An airplane upset can involve pitch or roll angle deviations as well as inappropriate airspeeds for the conditions." (Boeing) 1 Unfortunately, nowadays there is no initial pilot training for upset recovery in civil flight school programs, as there are no aerobatic flights in aviation school anymore [4]. That is why civil pilots nowadays have no idea about feelings and forces in spin, stall, steep turns, and etc. Instead of these trainings, now they only have a book, where they can read about upset recovery maneuvers. Boeing, for example divided all upset situations into two scenarios: "Nose high", and "Nose low". Let us have a look at it in Table 1 and Table 2:  As you can see, there is not much information about crew actions, and no information about what they are going to feel in this kind of situations. And as it was written above, modern aircraft can be found in upset or stall situation by many reasons, for e.g.: engine failure, flight control system malfunctions, loss of attitude awareness, extreme meteorological conditions, fly out of the flight envelope due to air drafts, lightning strike etc. The number of wrong crew response is growing all over the world [5].

HISTORY OF QUESTION
Before the 80 th , initial flight trainings in the USSR had been made on Yak-18. This aircraft was able to perform simple and complex aerobatic flights. So, all the cadets were trained to manage upset recovery situations, stall, spin and etc. That is why this question was not relevant those days.
But today we have DA-40, L-410, An-2 and Cessna-172, in Russian aviation schools for initial pilots trainings. All the above-mentioned aircraft types are not able to perform aerobatic flights, stall and spin. That is the reason, why these aircraft types are not completely satisfactory for initial civil aviation cadets training.

REQUIREMENTS FOR INITIAL TRAINING AIRCRAFT
Let us see what requirements are presented for initial training aircraft in civil aviation schools. Actually, only one requirement is made by law-it's the presence of type certificate. But common sense shows that there are more. Initial training aircraft should:  have modern navigation equipment, be able to train new types of approach and navigation;  not use much fuel;  be easy to fly;  be easily maintained;  cheap and reliable;  strong for G and aerodynamic loads;  have pilot seats side by side;  have standard controls;  with retractable gears, with nose gear;  ready to use jet fuel;  be able to take off from unpaved runways;  be able to make aerobatic flights. Nowadays Yakovlev design bureau can offer SM2000 and SM2000P. It is a modern aircraft, which is actually a deep modification of famous Yak-18T, and it meets all the above requirements. This aircraft can be equipped with new, cutting-edge navigation equipment and has two engine options: a piston engine for initial training, and turboprop engine for further trainings and aerobatic flights. All the weak points, which were found in the design of Yak-18T, were well corrected. This new aircraft is equipped with 3 blades fully metal propeller and modified M14-X engine that is famous for its reliability. At the same time, all the best qualities of Yak-18T were preserved. It is still easy to fly and maintain, cheap and ready to stand for cadets. All the above shows that this type can be strongly recommended to civil aviation schools.

UPSET RECOVERY SKILL MAINTAINING
To maintain basic flying and upset recovery skills, pilots need regular training exercises on the simulators [6]. Simulator training is the most efficient, rational and safe way, to practice all possible in-flight malfunctions and types of approach because:  it is cheaper to use simulator than aircraft;  stall and upset recovery training are safe;  it's a regular base training that can give strong skills for pilots;  a lot of pilots can be trained for a short period of time [7]. Modern simulators are able to practice stalls and steep turns, but unfortunately a number of upset recovery trainings can't be done, due to mobility restrictions of the hydro platform. It can simulate visualization, instruments readings and control forces, but it can't simulate G loads during upset recovery, and that is why it is not certified for this kind of trainings [8,9,10,11]. That means that we need to develop other simulator types, which would be able to simulate upset recovery for training purpose. And this work is already in progress. European project SUPRA (Simulation of Upset Recovery in Aviation) in cooperation with Russian Design Bureau "Dinamika" has made a lot of progress in their research [12,13]. The greatest progress was made in the Netherlands, where simulator DESDEMONA (DESorientation DEMONstrator) was made. This new device can produce continues G loads up to ±3G, that is more than enough for upset recovery trainings [14,15].