101:, which killed all 127 passengers and 5 crew members on board. In their report on the crash, the U.S. NTSB stated that prior to the crash they "had issued a series of safety recommendations over a 24-year period, asking the FAA to require air carriers to train pilots in recoveries from unusual flight attitudes. Throughout this period, the Safety Board was generally not satisfied with the FAA's responses to these recommendations; specifically, the Board disagreed with the FAA's responses that cited the inadequacy of flight simulators as a reason for not providing pilots with the requested training. However, after the
331:-54F were killed, when the plane crashed 5 minutes after takeoff near Montreal, leaving a crater in the ground. Impact speed was over 500 mph. Investigators found the pitch trim compensator actuator was in the extended position and the horizontal stabilizer trim setting was at 1.65 to 2 degrees nosedown (both were improper positions, for that stage of flight). "The probable cause of this accident could not be determined with certainty. Certain possible causes which were put forward could not be ruled out: 1) Icing of the
293:(HS), while simultaneously pushing the elevators to the full down position. Then, an equally powerful down draft hit the plane and it went straight down in a matter of seconds. The pilot then pulled back on the yoke, moving the elevators to the full up position. This imposed high G-load on the plane, resulting in binding of the horizontal stabilizer jackscrew, such that it remained in a full trimmed down position. The plane came apart in the air, before hitting the ground.
67:
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tape was too damaged to help the analysis. Instead, they used the maintenance records of that plane, and of other DC-8s, to conclude that the pilots had trimmed the stabilizer to the full nose-down position, to counter the excessive nose-up attitude that, in turn, was caused by a malfunctioning pitch
277:
disconnected without adequate warning to the First
Officer, who was distracted with a "howgozit" report form. It wasn't until the first officer felt the stall buffet that he realized they were descending rapidly and about to turn upside down. He was unable to level the wings. Fortunately, the Captain
292:
was hit with a powerful updraft (it suddenly began climbing at 9,000 ft. per minute) while climbing through 17,000 ft as it tried to fly between thunderstorms shortly after takeoff. The nose pitched up so high that the pilot reacted by using full nose-down trim on the horizontal stabilizer
233:
refers to accidents and incidents (some crashed and some recovered, usually with significant damage to the structure), where a jet airliner was "upset" and ended up in a high-speed dive. That phenomenon was almost unknown in the days of piston-driven propeller airliners, which is why those accidents
388:
controlling the plane. He failed to use left rudder to counteract the asymmetrical thrust, and the plane rolled rapidly to the right and entered a high dive attitude. He was unable to recover from the dive until below 11,000 ft. when they emerged from the clouds. The plane exceeded the maximum
116:
In
October 1996, the NTSB issued a formal Safety Recommendation (A-96-120), which requested the FAA to require all airlines to provide simulator training for flight crews, which would enable them to recognize and recover from "unusual attitudes and upset maneuvers, including upsets that occur while
304:(C/N 18045, Registration N7213U), while climbing through FL 370 near O'Neill, Nebraska, was upset and resulted in a high-speed dive until recovery at 14,000 ft. The plane encountered severe turbulence, downdrafts and updrafts, which caused the plane to stall. The plane was approaching the
238:, none of which were found on the piston/propeller airliners. With the phasing out of piston-driven propeller airliners, that phrase has gradually given way to "loss of control-inflight", which includes, but is not limited to, the upset/high-speed dive type of accidents. The term
161:
An airplane upset is defined as an airplane in flight unintentionally exceeding the parameters normally experienced in line operations or training. In other words, the airplane is not behaving normally or as intended; accordingly it will be approaching unsafe parameters.
165:
Exact definition varies between documents and training programs. The Royal
Aeronautics Society states: "An upset is not necessarily a departure from controlled flight (i.e. a stall/spin) but it also includes abnormal attitudes and gross over/under-speed conditions."
172:, which has been involved with upset research and training since teaming with NASA in 1997, holds that the generally accepted industry guidelines are incomplete in that they only take into consideration aircraft attitude and airspeed. Jet Upset is defined by
316:
mach buffet margins were widened on all jet aircraft, to preclude a plane getting into that situation again, where severe turbulence narrows the "coffin corner" margins so severely that the pilots do not have time to avoid a high altitude
109:
near
Roselawn, Indiana, the FAA issued guidance to air carriers, acknowledging the value of flight simulator training in unusual attitude recoveries and encouraging air carriers to voluntarily provide this training to their pilots."
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trim compensator that had extended too far. Once the upset occurred, it was not possible to trim the HS back to the nose-up position, because of the severe G-forces generated by their pulling back on the yoke after the upset.
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34:(LOC) of the aircraft, and sometimes the total loss of the aircraft itself. Loss of control may be due to excessive altitude for the airplane's weight, turbulent weather, pilot disorientation, or a system failure.
272:
350. Control was not recovered until reaching 6,000 ft. After landing safely at Gander, extensive structural damage was found, but there were only a few minor injuries. The
Captain was in the cabin when the
146:, joined the Royal Aeronautical Society team in 2009 to help develop global solutions for overcoming Loss of Control In-Flight (LOC-I), the possible resulting flight condition following an airplane upset.
52:
A Boeing-compiled list determined that 2,051 people died in 22 accidents in the years 1998–2007 due to LOC accidents. NTSB data for 1994–2003 count 32 accidents and more than 2,100 lives lost worldwide.
763:
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a control failure or disturbance that alters the normal response of the airplane to pilot input such that the pilot must adopt an alternate control strategy to regain and sustain controlled flight.
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formed a new group of experts, who will form documentation to allow better simulations of aircraft upset conditions, and thus better training programs. Upset
Prevention and Recovery Training (
117:
the aircraft is being controlled by automatic flight control systems, and unusual attitudes that result from flight control malfunctions and uncommanded flight control surface movements".
389:
operating airspeed (Vmo) twice, during the dive. After recovery, the plane landed safely at San
Francisco. It suffered major structural damage and 2 occupants received serious injuries.
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The devices are not currently required to perform accurately in the realm outside of the flight or wind tunnel test points, nor are pilots currently trained to fly in those conditions.
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New FAA rules are expected to be finalized in 2010, requiring specific training for pilots to recover from aircraft upset incidents. New training programs may be known under the term
817:
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was most heavily used in the 1960s and 1970s as the phenomenon was not well understood and was still being researched. Contemporary authors tend to group the phenomenon under
31:
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was able to return to the cockpit and strap into his seat while enduring significant G-forces. He took over the controls, leveled the wings and pulled out of the dive.
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Note: Partial text copied from referenced FAA or NASA document. As a public work of the U.S. Government, the document is in the public domain and has no copyright.
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While in a holding pattern, extensive ice accumulation produced a sudden reversal of the aileron controls, causing the plane to upset and dive into the ground.
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361:. All 58 on board perished. The water was only 20 ft. deep, yet only 60% of the wreckage was recovered, because the breakup was so extensive. The
234:
were referenced as "jet" upsets: because it was a repeated phenomenon that was unique to jet airliners, with swept-back wings, jet engines and movable
221:
This expanded definition is intended to more fully capture the maneuvers, events, conditions, and circumstances that the record has shown lead to LOC.
113:
Some carriers did implement their own voluntary training programs, following those accidents, and the NTSB regarded those programs as "excellent".
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445:(Improper manipulation of flaps/slats by pilots; the plane high dived from 39,000 ft. to 5,000 ft, in 63 seconds. Landed safely.)
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as to prevent loss-of-control accidents due to aircraft upset after inadvertently entering an extreme or abnormal flight attitude.
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473:(Control lost when the rudder PCU malfunctioned, causing the rudder to move in the opposite direction, commanded by the pilot)
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380:, while cruising at FL 410 over the Pacific Ocean. The captain ordered an attempt to restart the engine, while remaining at
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968:|CAB Aircraft Accident Report|Pan Am B707, Over The Atlantic, between London and Gander, February 3, 1959
945:
990:|NASA Turbulence Penetration Study, pgs. 18 & 19|UAL B720, Upset near O'Neal Nebraska, July 12, 1963
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carried out numerous aerobatic techniques to disorient the attacker, pushing the aircraft to its limits.
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124:. The second revision of that document was released in 2008 and is available at the FAA's website.
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Loss of control as a factor in aviation accidents came into the spotlight with the 1994 crash of
896:"Comprehensive In-Flight Simulation Based Advanced Maneuver & Upset Recovery Training Study"
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452:(Improper repair caused bulkhead explosion, which severed all hydraulic flight control lines)
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an airplane unintentionally exceeding the parameters normally experienced in line operations
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Please help update this article to reflect recent events or newly available information.
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979:|CAB Aircraft Accident Report|NWA B720B, Everglades, near Miami, February 12, 1963
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555:(Autothrottle failure leading to pilot error and subsequent upset, impacted ocean)
459:(Catastrophic engine failure caused loss of all 3 hydraulic flight control lines)
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http://www.nastarcenter.com/news/view.php?volume=2&issue=4&article=101
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1079:
U.S. FAA Airplane Upset
Recovery Training Aid, Revision 2, 443 pages, 25.8 MB
1002:"ASN Aircraft accident Douglas DC-8-54F CF-TJN Ste-Thérèse-de-Blainville, QC"
802:
U.S. FAA Airplane Upset
Recovery Training Aid, Revision 2, 443 pages, 25.8 MB
480:(During an attempted hijacking by employee Auburn Calloway, the crew of the
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339:; 3) An unprogrammed and unnoticed extension of the pitch trim compensator."
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268:, upset and went into a high-speed dive while cruising over the Atlantic at
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is an unacceptable condition, in aircraft operations, in which the aircraft
869:
Aeroplane Upset
Recovery Training, History, Core Concepts & Mitigation
78:. The reason given is: New FAA rules are expected to be finalized in 2010.
438:(cargo door failure, caused severing of essential flight control cables).
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312:, when the turbulence was encountered. After that near disaster, the
498:(Terrorist Bombing leading to loss of flight control, landed safely)
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Flight attitude or airspeed limits exceeded risking loss of control
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is outside the normally intended limits. This may result in the
843:"APS Creates Critical Issues Addendum to NTSB LOC-I Roundtable"
1084:
Boeing Company Aerodynamic Principles of Large-Airplane Upsets
397:
60:
1057:
Dismukes, Key, Benjamin A. Berman and Loukia D. Loukopoulos.
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accident and the October 31, 1994, ATR-72 accident involving
1093:
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Priest, James; Ernisse, Brian; McMahon, Ryan (August 2010).
789:"U.S. FAA Airplane Upset Recovery Training Aid, Revision 2"
1089:
NASA Airplane Upset Training Evaluation Report, May 2002
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about 5 minutes after taking off from the New Orleans
535:(stall during landing approach, killing all on board)
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There have been a variety of causes and contributing
764:"Airplane Upset Recovery / High Altitude Operations"
1101:"Flight Testing New Upset Recovery Guidance System"
900:AIAA Guidance, NAvigation, and Control Conference
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542:(Entered high altitude stall, impacted ocean)
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814:"Upset training group to hold first meeting"
129:advanced maneuver – upset recovery training
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875:. London: Royal Aeronautics Society. 2010
745:USAir Flight 427 Accident report, pg. 283
190:Normal flight parameters are defined as:
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120:In 2004, the U.S. FAA issued its first
957:Books listing for loss of control term
700:: CS1 maint: archived copy as title (
693:
587:Upset Prevention and Recovery Training
373:: The number 4 engine flamed out on a
197:between 25° nose-up and 10° nose-down.
156:Pilot Guide to Airplane Upset Recovery
1026:NTSB Report China Airlines Flight 006
820:from the original on 19 November 2009
715:
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1105:Aviation Week & Space Technology
610:Airplane Upset Recovery Training Aid
122:Airplane Upset Recovery Training Aid
816:. Air Transport Intelligence news.
335:system; 2) Failure of the vertical
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322:Trans-Canada Air Lines Flight 831
946:Books listing for jet upset term
602: This article incorporates
597:
464:1994 Airbus Industrie Flight 129
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41:Aviation Safety Program defines
618:Federal Aviation Administration
253:, in past jet upset accidents:
582:List of aircraft upset factors
496:Philippine Airlines Flight 434
144:Aviation Performance Solutions
1:
547:Indonesia AirAsia Flight 8501
283:Northwest Airlines Flight 705
1061:. Aldershot: Ashgate, 2007.
503:American Airlines Flight 587
344:Eastern Air Lines Flight 304
1099:John Croft (Jul 10, 2017).
436:Turkish Airlines Flight 981
1138:
841:Mark, Rob (June 5, 2018).
812:Croft, John (2009-11-14).
489:American Eagle Flight 4184
478:Federal Express Flight 705
457:United Airlines Flight 232
263:Pan American World Airways
136:Royal Aeronautical Society
107:American Eagle Flight 4184
560:LATAM Airlines Flight 800
450:Japan Airlines Flight 123
371:China Airlines Flight 006
74:This section needs to be
1042:Moynahan, Brian (1978).
642:"Getting control of LOC"
572:Boeing 737 rudder issues
553:Sriwijaya Air Flight 182
1059:The Limits of Expertise
1031:June 17, 2016, at the
750:March 3, 2016, at the
604:public domain material
533:Colgan Air Flight 3407
515:Air Transat Flight 961
236:horizontal stabilizers
1044:Airport International
774:on February 27, 2009.
540:Air France Flight 447
443:TWA Flight 841 (1979)
326:Trans-Canada Airlines
324:– All 118 on board a
509:DHL Baghdad incident
363:flight data recorder
1046:. Pan. p. 184.
908:10.2514/6.2010-8009
521:Adam Air Flight 574
150:Detailed definition
648:. January 27, 2009
413:. You can help by
355:Lake Pontchartrain
287:Northwest Airlines
213:within the normal
1067:978-0-7546-4965-6
917:978-1-60086-962-4
545:28 December 2014
531:12 February 2009
507:22 November 2003
501:12 November 2001
494:11 December 1994
469:8 September 1994
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394:Related accidents
259:Pan Am Flight 115
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348:Eastern Airlines
211:maneuver loading
154:From: The FAA's
103:USAir Flight 427
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359:Moisant Airport
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310:flight envelope
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772:the original
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678:the original
650:. Retrieved
646:Flightglobal
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538:1 June 2009
419:
415:adding to it
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378:Boeing 747SP
270:flight level
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768:www.faa.gov
652:December 1,
300:Flight 746
296:July 1963:
290:Boeing 720B
229:The phrase
86:August 2021
1094:APS Europe
1012:2013-07-08
852:August 16,
824:2009-11-15
797:2019-10-28
687:2009-01-31
593:References
266:Boeing 707
201:Bank angle
131:(AM-URT).
482:DC-10-30F
386:autopilot
275:autopilot
240:jet upset
231:jet upset
225:Jet upset
37:The U.S.
1116:Category
1029:Archived
926:61726759
818:Archived
748:Archived
696:cite web
566:See also
207:Airspeed
57:Overview
28:airspeed
308:of its
251:factors
209:versus
174:Calspan
170:Calspan
76:updated
1065:
924:
914:
317:stall.
922:S2CID
873:(PDF)
792:(PDF)
681:(PDF)
674:(PDF)
614:(PDF)
606:from
346:– An
333:Pitot
314:stall
1063:ISBN
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