The U.S. FAA lists factors of aircraft upset in the Airplane Upset Recovery Training Aidhttps://www.faa.gov/other_visit/aviation_industry/airline_operators/training/media/AP_UpsetRecovery_Book.pdf U.S. FAA Airplane Upset Recovery Training Aid, Revision 2, 443 pages, 25.8 MNote: 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. as follows:
Turbulence causes: Clear air turbulence Mountain wave turbulence Windshear Thunderstorms Microbursts Wake turbulence Aircraft icing Systems anomalies: Flight instruments Autoflight systems Flight control and other anomalies Pilot-Induced Instrument cross-check Adjusting attitude and power Inattention Distraction from primary cockpit duties Vertigo or spatial disorientation Pilot incapacitation Improper use of airplane automation Pilot techniques Pilot induced oscillation avoidance and recovery Combination causes: Swept-wing airplane fundamentals for pilots Flight dynamics Energy states Load factor (flight mechanics) Aerodynamic flight envelope Aerodynamic causes: Angle of attack and stall Camber Control surface fundamentals Spoiler-type devices Trim Lateral and directional aerodynamic considerations Angle of sideslip Wing dihedral effects Pilot-commanded sideslip Crossover speed Static stability Maneuvering in pitch Mechanics of turning flight Lateral and directional maneuvering Flight at extremely low airspeeds High-altitude factors Stall icing Automation during high-altitude flight Primary flight display airspeed indications Human factors and high altitude upsets Additional considerations: Multi-engine flame out Core lock Engine rollback Flight at extremely high speeds Defensive, aggressive maneuvers Situation awareness Startle factor Negative G-force Use of full control inputs Counter-intuitive factors Previous training in non-similar airplanes Engine performance in upset situation Post-upset conditions
See also
Aircraft upset
References