UPRT is just one part of the CAA’s topics listed.
I wonder if all this stuff about UPRT is blown out of all proportion. From what I have read in accident reports over the years, aircraft that have gone in following failure to recover from an initial unusual attitudes, have their genesis in poor basic instrument flying ability by the pilot. While "G" forces cannot be replicated in current simulators it makes no difference to the outcome if the pilot lacks instrument flying skill in the first place.
The majority of recurrent simulator training sessions currently emphasize management of the automatic pilot and associated flight directors. An occasional no flight director instrument approach is a box tick. No wonder that some pilots lack basic instrument flying ability because they are rarely given the opportunity to keep their hand in. Some pilots should not even be in an airline because they simply cannot fly.
A competent simulator instructor should have the skill to take a command seat and
demonstrate the various types of unusual attitudes which can occur. You don't need Motion On for that. Pilot interpretation of what the instruments are telling him is the key to successful recovery to safe level flight. For example, a demonstration of a 737 in a spiral dive is easily done. The simulator freeze button is used to stop the simulator and image of the artificial horizon at any point of the spiral flight path. A short discussion may follow as to the most expedient way of getting out of trouble by unloading and levelling the wings etc. A building block exercise if you like.
Sure you can spend $$$$ hiring a Pitts Special or some other aerobatic aircraft and even practice getting airsick if you like. But that does not teach pilots how to recover using the full suite of flight instruments available in an airliner. Recovery from unusual attitudes on instruments is not rocket science; although judging by the complexity of present UPRT training courses it is going that way.
Fully inverted flight is easily done in a simulator. Simply apply hard continuous aileron and it happens. Some simulators have a button that when actuated sets up a UA of your choice. Now freeze the simulator and discuss the options available to return to wings level right side up. The building block principle all over again. Boeing do an excellent job of explaining UA recoveries in their FCTM. It doesn't matter what sort of UA is applied in the simulator, it is pilot skill at interpreting what the instruments are telling you that is the key to a safe recovery.
It is this scribe's view that the full suite of UA's that one could be reasonably exposed to during instrument flight and its recovery, can be adequately covered in one hour in the simulator. Forget the "G" forces and hours of Power Point pictures - use the simulator as the blackboard. If a pilot in a simulator cannot interpret what his flight instruments are telling him if the blue side is down and the Sky Pointer is 90 degrees, then how did he get the job offer in the first place? A good case for testing a candidates instrument flying ability in a suitable simulator before he is hired - and not just one ILS