--- title: "ORO.FC.232 EBT programme assessment and training topics — Part-ORO · Avioverse" description: "The operator shall ensure that each pilot is exposed to the assessment and training topics." url: "https://avioverse.aero/regulations/easa/air-ops/part-oro/subpart-fc/oro-fc-232" --- # ORO.FC.232 EBT programme assessment and training topics ANNEX III (Part-ORO) · Regulation (EU) No 965/2012 · EAR revision 27 Mar 2026 IR Implementing rule ## ORO.FC.232 EBT programme assessment and training topics (a) The operator shall ensure that each pilot is exposed to the assessment and training topics. (b) The assessment and training topics shall be: (1) derived from safety and operational data that are used to identify the areas for improvement and prioritisation of pilot training to guide in the construction of suitable EBT programmes; (2) distributed across a 3-year period at a defined frequency; (3) relevant to the type or variant of [aircraft](https://avioverse.aero/glossary/easa/aircraft) on which the pilot operates. IR · ORO.FC.232 — Regulation (EU) No 965/2012 · Regulation (EU) 2020/2036 · Air OPS Easy Access Rules · EAR revision 27 Mar 2026 AMC Acceptable means of compliance ## AMC1 ORO.FC.232 EBT programme assessment and training topics ASSESSMENT AND TRAINING TOPICS Each table of assessment and training topics is specific to the [aeroplane](https://avioverse.aero/glossary/easa/aeroplane) generation specified in the title. The component elements in the column headings of the matrix are as follows: (a) Assessment and training topic. A topic or grouping of topics derived from threats, errors or findings from data analysis, to be considered for assessment and mitigation by training. (b) Frequency. The priority of the topic to be considered in an EBT programme, according to the evidence derived from a large-scale analysis of operational data, is linked to a recommended frequency. There are three levels of frequency: (1) A — assessment and training topic to be included with defined scenario elements during every [EBT module](https://avioverse.aero/glossary/easa/ebt-module); (2) B — assessment and training topic to be included with defined scenario elements during every cycle; (3) C — assessment and training topic to be included with defined scenario elements at least once in the 3-year period of the EBT programme. (c) Flight phase for activation. The flight phase for the realisation of the critical threat or error in the assessment and training scenario. (d) Description (includes type of topic, being threat, error or focus). A description of the training topic. (e) Desired outcome (includes performance criteria or training outcome). Simple evaluative statements on the desired outcome. (f) Example scenario elements (guidance material). The example scenario elements address the training topic and detail the threat and/or error that the crew are exposed to. (g) [Competency](https://avioverse.aero/glossary/easa/competency) map. Competencies marked are those considered critical in managing the scenario. AMC · AMC1 ORO.FC.232 — Regulation (EU) No 965/2012 · ED Decision 2021/002/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026 AMC Acceptable means of compliance ## AMC2 ORO.FC.232 EBT programme assessment and training topics GENERATION 4 (JET) — TABLE OF ASSESSMENT AND TRAINING TOPICS | Assessment and training topic | | Frequency | Description (includes type of topic, being threat, error or focus) | | Desired outcome (includes performance criteria OR training outcome) | Flight phase activation | Guidance material (GM) Example scenario elements | PRO | COM | FPA | FPM | LTW | PSD | SAW | WLM | KNO | | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | --------------------------------------------------------------------------------- | --------- | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------ | ---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ------------------------------------------------------------------------ | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ----------------------------------------------------------------- | --- | --- | --- | --- | --- | --- | --- | --- | | Generation 4 Jet — Recurrent assessment and training matrix | | | | | | | | [Competency](https://avioverse.aero/glossary/easa/competency) map | | | | | | | | | | Section 1 — Skill retention. [Manoeuvres training phase](https://avioverse.aero/glossary/easa/manoeuvres-training-phase) (MT) | | | | | | | | | | | | | | | | | | MT | Rejected take-off | B | Rejected take-off after the application of take-off thrust and before reaching [V1](https://avioverse.aero/glossary/easa/v1) (CAT I or above) | | Demonstrate manual [aircraft](https://avioverse.aero/glossary/easa/aircraft) control skills with smoothness and accuracy as appropriate to the situation. Detect deviations through instrument scanning. Maintain spare mental capacity during manual aircraft control. Maintain the aircraft within the flight envelope. Apply knowledge of the relationship between aircraft attitude, speed and thrust. | TO | From initiation of take-off to complete stop (or as applicable to the procedure) | x | | | x | | | | | | | | Failure of the critical engine between V1 and V2 | B | Failure of the critical engine (if applicable) from V1 and before reaching V2 in the lowest CAT I visibility or in LVO meteorological (MET) conditions. | | TO | | The manoeuvre is complete at a point when the aircraft is stabilised at normal engine-out climb speed with the correct pitch and lateral control, in trim condition and, as applicable, autopilot engagement. Only one failure of the critical engine between V1 and V2 a year may be done in LVO conditions. | x | | | x | | | | | | | | Failure of one engine on take-off | B | Failure of one engine from V1 and before reaching V2 in the lowest CAT I visibility or in LVO MET conditions. | | TO | | The manoeuvre is complete at a point when the aircraft is stabilised in a clean configuration with engine-out procedures completed. Only one failure of the critical engine between V1 and V2 a year may be done in LVO conditions. | x | | | x | | | | | | | | | | Failure of one engine above V2 (any segment of the TO) in the lowest CAT I visibility or in LVO MET conditions. | | The manoeuvre is complete at a point when the aircraft is stabilised in a clean configuration with engine-out procedures completed. | | x | | | x | x | | | | | | | | Emergency descent | C | Initiation of emergency descent from normal cruise altitude | | CRZ | | The manoeuvre is complete once the aircraft is stabilised in emergency descent configuration (and profile). However, if the EBT programme does not include the example scenario element ‘emergency descent’ in the training topic ‘automation management’, the emergency descent procedures should be completed and should not stop once the aircraft is stabilised in emergency descent configuration. | x | | x | x | | | | | | | | Engine-out approach & landing | B | With the critical engine (if applicable) failed, normal landing | | LDG | | Initiation in a stabilised engine-out configuration from not less than 3 NM final approach, until completion of roll-out | x | | | x | | | | | | | | Engine-out approach & [go-around](https://avioverse.aero/glossary/easa/go-around) | B | With the critical engine (if applicable) failed, manually flown normal precision approach to DA, followed by a manual go-around — the whole manoeuvre to be flown without visual reference | | APP | | This manoeuvre should be flown from intercept to centreline until acceleration after go-around. The manoeuvre is complete at a point when the aircraft is stabilised at normal engine-out climb speed with the correct pitch and lateral control, in trim condition and, as applicable, autopilot engagement (describe generally the critical part of the manoeuvre). | x | | | x | | | | | | | | Go-around | A | Go-around, all engines operative | | APP | | High energy, initiation during the approach at 150 to 300 m (500 to 1 000 ft) below the missed approach level-off altitude | x | | x | x | | | | | | | | | | | | | Initiation of a go-around from DA followed by visual circuit and landing | x | | x | | x | | | | | | | | | | | | | During flare/rejected landing | x | | x | | x | | | | | | | | Pilot qualification to operate in either pilot’s seat | B | As per ORO.FC.235 | | APP | | Complete the manoeuvres mandated in ORO.FC.235. | Intentionally left in blank. | | | | | | | | | | Assessment and training topic | | Frequency | | Description (includes type of topic, being threat, error or focus) | Desired outcome (includes performance criteria OR training outcome) | Flight phase activation | Guidance material (GM) Example scenario elements | PRO | COM | FPA | FPM | LTW | PSD | SAW | WLM | KNO | | Generation 4 Jet — Recurrent assessment and training matrix | | | | | | | | Competency map | | | | | | | | | | Section 2 — Equivalency of approaches relevant to operations. [Evaluation phase](https://avioverse.aero/glossary/easa/evaluation-phase), manoeuvres training phase or [scenario-based training phase](https://avioverse.aero/glossary/easa/scenario-based-training-phase) (EVAL, MT or SBT) | | | | | | | | | | | | | | | | | | MT | Approach type A or B | B | | Approach type A or B flight method 3D | See equivalency of approaches relevant to operations that place an additional demand on a [proficient](https://avioverse.aero/glossary/easa/proficient) crew | APP | See equivalency of approaches relevant to operations | x | | x | x | | | x | | X | | | Approach type A | B | | Approach type A flight method 2D | See equivalency of approaches relevant to operations that place an additional demand on a proficient crew | APP | See equivalency of approaches relevant to operations | x | | x | x | | | x | | X | | EVAL or SBT | Approach type A | B | | Approach type A flight method 3D or 2D | See equivalency of approaches relevant to operations that place an additional demand on a proficient crew | APP | See equivalency of approaches relevant to operations | x | | x | x | | | x | | X | | | Approach type B | B | | Approach type B flight method 3D | See equivalency of approaches relevant to operations that place an additional demand on a proficient crew | APP | See equivalency of approaches relevant to operations | x | | x | x | | | x | | X | | Section 3 – Equivalency of approaches under specific approvals and take-off under specific approvals. Evaluation phase, manoeuvres training phase or scenario-based training phase (EVAL, MT or SBT) | | | | | | | | | | | | | | | | | | MT | SPA approach(es) | B | | Approach requiring specific approval | See equivalency of approaches relevant to operations — specific approval | APP | Approaches flown from FAF to landing or go-around | x | | x | x | | | | | | | EVAL or SBT | SPA approach(es) | B | | Approach requiring specific approval | See equivalency of approaches relevant to operations — specific approval | APP | Approaches flown from FAF to landing or go-around | x | | x | x | | | | | | | EVAL, MT or SBT | SPA rejected take-off (RTO) | B | | Engine failure after the application of take-off thrust and before reaching V1 (in low-visibility MET conditions, preferably in the lowest approved visibility) Low-visibility RTO is not required under Part SPA but instead in Appendix 9 Section 6. Note: AMC1 SPA.LVO.120 point (f) does not require a low-visibility RTO. RTO is required only in the initial LVO course (point (g)(1)(iii) of AMC1 SPA.LVO.120). | Demonstrate manual aircraft control skills with smoothness and accuracy as appropriate to the situation. Detect deviations through instrument scanning. Maintain spare mental capacity during manual aircraft control. Maintain the aircraft within the flight envelope. Apply knowledge of the relationship between aircraft attitude, speed and thrust. | TO | RTO — can be combined with the assessment and training topic ‘surprise’ in EVAL or SBT | X | | | X | | | | | | | EVAL, MT or SBT | LVTO | B | | Notwithstanding AMC1 SPA.LVO120 point (f)(1) AMC1 SPA.LVO.120 requires SPA manoeuvres in the frequency of the OPC, as OPC is substituted in the EBT programme. Thus, the frequency in EBT is determined in every cycle (B). Low-visibility take-off, preferably in the lowest approved visibility. | TO | | The manoeuvre is complete at a point when the aircraft is stabilised at normal climb speed with the correct pitch and lateral control, in trim condition and, as applicable, autopilot engagement. | x | | | x | | | | | | | Assessment and training topic | | Frequency | Flight phase activation | Description (includes type of topic, being threat, error or focus) | Desired outcome (includes performance criteria OR training outcome) | Guidance material (GM) Example scenario elements | PRO | COM | FPA | FPM | LTW | PSD | SAW | WLM | KNO | | -------------------------------------------------------------------------------------------------------------------------------------------------- | ----------------------------------------------------------------------- | --------- | ----------------------- | --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------ | -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ------------------- | --- | --- | --- | --- | --- | --- | --- | --- | | Generation 4 Jet — Recurrent assessment and training matrix | | | | | | | Competency map | | | | | | | | | | Section 4 — Training topics with frequency (A) in alphabetical order. Evaluation phase or scenario-based training phase (EVAL or SBT) | | | | | | | | | | | | | | | | | EVAL or SBT | Adverse weather | A | GND | Thunderstorm, heavy rain, turbulence, ice build-up to include de-icing issues, as well as high-temperature conditions. The proper use of anti-ice and de-icing systems should be included generally in appropriate scenarios. | Anticipate adverse weather. Prepare for suspected adverse weather. Recognise adverse weather. Take appropriate action. Apply the appropriate procedure correctly. Assure aircraft control. | Predictive wind shear warning before take-off, as applicable | x | x | | | | x | | | | | | | | ALL | | | Adverse-weather scenario, e.g. thunderstorm activity, precipitation, icing | | x | | | x | x | | x | | | | | | TO | | | Wind shear encounter during take-off, not predictive | x | | | x | | | x | | X | | | | | TO | | | Predictive wind shear warning during take-off | x | x | | | | x | x | | | | | | | TO | | | Crosswinds with or without strong gusts on take-off | x | | | x | | | | | | | | | | CRZ | | | Turbulence that increases to severe turbulence | | x | | | x | | x | x | | | | | | CRZ | | | Wind shear encounter scenario during cruise | x | | x | | | x | x | x | | | | | | APP | | | Reactive wind shear warning during approach or go-around | x | | x | x | | | x | | | | | | | APP | | | Predictive wind shear warning during approach or go-around | x | x | | | | x | x | | | | | | | APP | | | Thunderstorm encounter during approach or on missed approach | x | | | | | x | x | | | | | | | APP | | | Increasing tailwind on final approach (not reported) | x | x | | | | x | x | | | | | | | APP | | | Approach and landing in demanding weather conditions, e.g. turbulence, up and downdrafts, gusts and crosswinds including shifting wind directions | | | | x | | x | x | | | | | | | APP | | | Non-precision approach in cold-temperature conditions, requiring altitude compensation for temperature, as applicable to the type | x | x | | | | | x | | | | | | | APP LDG | | | Crosswinds with or without strong gusts on approach, final approach and landing (within and beyond limits) | x | | | x | | x | | | | | | | | APP | | | In approach, unexpected braking action ‘good to medium’ reported by the preceding aircraft | | x | | | | x | x | x | | | | | | APP | | | Moderate to severe icing conditions during approach effecting aircraft performance | x | x | | | | x | x | | | | | | | APP | | | Reduced visibility even after acquiring the necessary visual reference during approach, due to rain or fog | x | x | | | | x | | | | | EVAL or SBT | Automation management | A | CLB CRZ DES APP | The purpose of this topic is to encourage and develop effective flight path management through proficient and appropriate use of the flight management system(s), guidance and automation, including transitions between modes, monitoring, mode awareness, vigilance and flexibility needed to change from one mode to another. The means of mitigating errors are included in this topic. The errors are described as mishandled auto flight systems, inappropriate mode selection, mishandled flight management system(s) and inappropriate autopilot usage. | Know how and when to use the flight management system(s), guidance and automation. Demonstrate correct methods for engagement and disengagement of the auto flight system(s). Demonstrate appropriate use of flight guidance, auto thrust and other automation systems. Maintain mode awareness of the auto flight system(s), including engagement and automatic transitions. Revert to different modes when appropriate. Detect deviations from the desired aircraft state (flight path, speed, attitude, thrust, etc.) and take appropriate action. Anticipate mishandled auto flight system. Recognise mishandled auto flight system. Take appropriate action if necessary. Restore correct auto flight state. Identify and manage consequences. | ACAS warning (resolution advisory), recovery and subsequent engagement of automation | x | | x | | | | | | | | | | | ALL | | | FMS tactical programming issues, e.g. step climb, runway changes, late clearances, destination re-programming, executing diversion | x | | x | | | | | | X | | | | | CLB CRZ DES APP | | | Recoveries from terrain avoidance warning systems (TAWS), management of energy state to restore automated flight | x | | x | x | | | | | | | | | | CLB CRZ DES APP | | | Amendments to ATC cleared levels during altitude capture modes to force mode awareness and intervention | x | | x | | | | x | | | | | | | | ACAS warning (resolution advisory to level off) during climb or descent; for example, close to the cleared level when the capture mode has already been activated. | | | x | | x | | | | x | | | | | | | TO | | | Late ATC clearance to an altitude below acceleration altitude | x | | x | | | | x | | | | | | | TO APP | | | Engine-out special terrain procedures | x | | x | | | | x | | | | | | | CRZ | | | Forcing autopilot disconnect followed by re-engagement, recovery from lowor high-speed events in cruise | x | | x | x | | | x | | | | | | | CLB | | | Engine failure during or after initial climb using automation | x | | x | | | | | | | | | | | CRZ | | | Engine failure in cruise to onset of descent using automation | x | | x | | | | | | | | | | | CRZ | | | Emergency descent | x | | x | | | | | | X | | | | | DES APP | | | Managing high-energy descent capturing descent path from above (correlation with unstable approach training) | x | | x | | | | x | | X | | | | | APP | | | No ATC clearance received prior to commencement of approach or final descent | x | | x | | | | x | | | | | | | APP | | | Reactive wind shear and recovery from the consequent high-energy state | x | | x | | | | x | | | | | | | APP | | | Automation fail to capture the approach altitude in descent (e.g. last altitude before the FAP). Ideally, the failure occurs when the workload is high (e.g. configuration of the aircraft for final approach). | | | | | x | x | x | x | | | | | | APP | | | Non-precision or infrequently flown approaches using the maximum available level of automation | x | | x | | | | | | X | | | | | APP | | | Gear malfunction during an approach planned with autoland (including autobrake). Competency FPA may or may not be included depending on the impact of such malfunction on the automation. | | x | x | | | x | | x | | | | | | APP | | | ATC clearances to waypoints beyond the programmed descent point for a coded final descent point during an approach utilising a final descent that is commanded by the flight management system | x | | x | | | | x | | X | | EVAL or SBT | Competencies —non-technical (CRM) | A | APP | This encapsulates the general CRM principles and objectives. It includes communication; leadership and teamwork; problem-solving and decision-making; situation awareness and management of information; and workload management. Emphasis should be placed on the development of leadership, shown by EBT data sources to be a highly effective competency in mitigating risk and improving safety through pilot performance. | Exposure to an event or sequence of events to allow the pilot to build awareness of human factors in aviation and the human limitations. This includes the development of the following competencies: Communication: Demonstrate: — effective use of language; — responsiveness to feedback; and — capability to state the plans and resolve ambiguities. Leadership and teamwork: Use appropriate authority to ensure focus on the task. Support others in completing tasks. Problem-solving and decision-making: Detect deviations from the desired state, evaluate problems, identify the risk, consider alternatives and select the best course of action. Continuously review progress and adjust plans. Situation awareness and management of information: Have an awareness of the aircraft state in its environment; project and anticipate changes. Workload management: Prioritise, delegate and receive assistance to maximise focus on the task. Continuously monitor the flight progress. | GPS failure prior to commencement of approach associated with position drift and a terrain alert | | | | | x | x | x | | X | | | | | DES | | | Cabin crew report of water noise below the forward galley indicating a possible toilet pipe leak, with consequent avionics failures | | | | | x | x | x | | | | | | | CRZ | | | Smoke removal but combined with a diversion until landing is completed. | | x | | | x | x | x | x | X | | | | | GND | | | Apron fuel spilling | | | | | x | x | | x | | | | | | CRZ | | | Important water leak in an aircraft galley | | x | | | x | x | | x | | | | | | ALL | | | A relevant number of cabin crew are wounded or incapacitated. Additionally, the cabin crew wounded or incapacitated are the most competent (e.g. senior [cabin crew member](https://avioverse.aero/glossary/easa/cabin-crew-member)). | | | | | x | x | | x | | | | | | ALL | | | Unruly passenger(s) | | | | | x | | | x | | | | | | GND | | | Passenger oxygen: passenger service unit open and mask falling down | | | | | x | x | | x | | | | | | ALL | | | Passenger with medical problems — medical emergency | | | | | x | | | x | | | | | | CRZ | | | Credible threat reported to the crew. Stowaway or fugitive on board. | | x | | | x | | x | x | | | | | | GND | | | No METAR or TAFOR is available for destination due to industrial action at the destination airport. | x | x | | | x | x | | | | | | | | CRZ | | | Credible bomb threat reported to crew | | x | | | x | | x | x | | | | | | CLB DES | | | Credible bomb threat or pressurisation problem, but no quick landing possible (due to weather, terrain or other reasons) | | x | | | x | x | | x | | | | | | APP | | | Diversion with low remaining fuel or increased fuel flow due to system malfunction | x | | | | x | | x | x | | | | | | APP | | | ACAS warning (resolution advisory) immediately following a go-around, with a descent manoeuvre required. (The RA should be a command for descent when the aircraft is above 1 100 ft AGL.) | | x | | | x | x | x | X | | | EVAL or SBT | Compliance | A | ALL | Compliance failure. Consequences of not complying with operating instructions (e.g. SOPs). This is not intended to list example scenario elements, but instructors should ensure that observed non-compliances are taken as learning opportunities throughout the programme. In all modules of the programme, the FSTD should as far as possible be treated like an aircraft, and non-compliances should not be accepted simply for expediency. | Recognise that a compliance failure has occurred. Make a verbal announcement. Take appropriate action if necessary. Restore safe flight path if necessary. Manage consequences. | The following are examples of potential compliance failures and are not intended to be developed as scenarios as part of an [EBT module](https://avioverse.aero/glossary/easa/ebt-module): 1. Requesting flap beyond limit speed 2. Flaps or slats in the wrong position for phase of flight or approach 3. Omitting an action as part of a procedure 4. Failing to initiate or complete a checklist 5. Using the wrong checklist for the situation | Intentionally blank | | | | | | | | | | EVAL or SBT | Go-around management | A | APP | Any threat or error that can result in circumstances that require a decision to perform a go-around, in addition to the execution of the go-around. Go-around scenarios should be fully developed to encourage effective leadership and teamwork, in addition to problem-solving and decision-making, plus execution using manual aircraft control or the flight management system(s) and automation as applicable. Design should include the element of surprise, and scenario-based go-arounds should not be predictable and anticipated. This topic is completely distinct from the go-around manoeuvre listed in the MT section that is intended only to practise psychomotor skills and a simple application of the procedures. | | Adverse-weather scenario leading to a reactive wind shear warning during approach | x | x | | | | | x | x | | | | | | APP | | | Adverse-weather scenario leading to a predictive wind shear warning during approach or go-around | x | x | | | | | x | x | | | | | | APP | | | Adverse-weather scenario, e.g. thunderstorm activity, heavy precipitation or icing forcing decision at or close to DA/MDA | x | | | | | x | x | x | | | | | | APP | | | DA with visual reference in heavy precipitation with doubt about the runway surface braking capability | x | | | | | x | x | x | | | | | | APP | | | Adverse-wind scenario resulting in increasing tailwind below DA (not reported) | | x | | x | | x | | | | | | | | APP | | | Adverse-wind scenario including strong gusts and/or crosswind out of limits below DA (not reported) | | x | | x | | x | | | | | | | | APP | | | Adverse-wind scenario including strong gusts and/or crosswind out of limits below 15 m (50 ft) (not reported) | | x | | x | | x | | | | | | | | APP | | | Lost or difficult communications resulting in no approach clearance prior to commencement of approach or final descent | x | | x | | | | x | | | | | | | APP | | | Birds: large flocks of birds below DA once visual reference has been established | | | | x | | x | x | | | | | | | APP | | | System malfunction, landing gear malfunction during the approach | | | | | | | | | | | EVAL or SBT | Manual aircraft control | A | CLB CRZ DES APP | Controls the flight path through manual control | Demonstrate manual aircraft control skills with smoothness and accuracy as appropriate to the situation. Detect deviations through instrument scanning. Maintain spare mental capacity during manual aircraft control. Maintain the aircraft within the normal flight envelope. Apply knowledge of the relationship between aircraft attitude, speed and thrust. | Flight with unreliable airspeed, which may or may not be recoverable | x | | | x | | | x | | X | | | | | CLB CRZ DES APP | | | Alternate flight control modes according to malfunction characteristics | x | | | x | | | | x | X | | | | | CLB CRZ DES APP | | | ACAS warning (resolution advisory) requires the pilot to descend or ATC calls for immediate descent (preferably during climb which requires a significant change in aircraft attitude). | x | x | | x | | | | | | | | | | | ACAS warning (resolution advisory) requires the pilot to climb or ATC calls for immediate climb (preferably during descent which requires a significant change in aircraft attitude). | | | x | x | | x | | | | | | | | | | DES | | | TAWS warning when deviating from planned descent routing, requiring immediate response | x | | | x | x | | | | | | | | | TO | | | Scenario immediately after take-off which requires an immediate and overweight landing | | | x | x | x | x | | | | | | | | TO | | | Adverse wind, crosswinds with or without strong gusts on take-off | x | | | x | | | | | | | EVAL or SBT | | | TO | | | Adverse weather, wind shear, wind shear encounter during take-off, with or without reactive warnings | x | | | x | | | x | | | | | TO | | | Engine failure during initial climb, typically 30-60 m (100-200 ft) (autopilot off) | | | x | x | | x | | | | x | | | | CRZ | | | Wind shear encounter scenario during cruise, significant and rapid change in wind speed or down/updrafts, without wind shear warning | | | x | | x | | | x | x | x | | | | APP | | | Adverse weather, wind shear, wind shear encounter with or without warning during approach | | | x | | x | x | | | x | | | | | APP | | | Adverse weather, deterioration in visibility or [cloud base](https://avioverse.aero/glossary/easa/cloud-base), or adverse wind, requiring a go-around from visual [circling](https://avioverse.aero/glossary/easa/circling) approach, during the visual segment | | | x | x | x | x | | x | x | x | | | | APP | | | Interception of the glide slope from above (correlation with unstable approach training) | | | | | x | | | | x | x | | | | APP LDG | | | Adverse wind, crosswinds with or without strong gusts on approach, final approach and landing (within and beyond limits) | | | x | | | x | | x | | | | | | APP LDG | | | Adverse weather, adverse wind, approach and landing in demanding weather conditions, e.g. turbulence, up and downdrafts, gusts and crosswinds including shifting wind directions | | | | | | x | | x | x | | | | | APP LDG | | | Circling approach manually flown at [night](https://avioverse.aero/glossary/easa/night) in minimum in-flight visibility to ensure ground reference, minimum environmental lighting and no glide slope guidance lights | | | X | | | X | | | X | X | | | | APP LDG | | | Runway incursion during approach, which can be triggered by ATC at various altitudes or by visual contact during the landing phase | | | x | | | x | | | x | | | | | LDG | | | Adverse wind, visibility, type-specific, special consideration for long-bodied aircraft, landing in minimum visibility for visual reference, with crosswind | | | x | x | | x | | | x | | | | | LDG | | | System malfunction, auto flight failure at DA during a low-visibility approach requiring a go-around flown manually | | | x | | x | x | | | x | | | | | APP LDG | | | Approach planned with autoland, followed by a failure below 1 000 ft requiring a manual go-around and an immediate landing due to fuel shortage | | | x | | x | | x | | x | | | | | TO | | | [In-seat instruction](https://avioverse.aero/glossary/easa/in-seat-instruction): Insufficient engine failure recovery, forcing the pilot monitoring to take over the flight controls | | | | x | | x | | | x | x | | | | APP LDG | | | In-seat instruction: Unstable approach on short final or long landing, forcing the pilot monitoring to take over the flight controls | | | | x | | x | | | x | x | | | EVAL or SBT | Monitoring, cross-checking, error management, mismanaged aircraft state | A | ALL | The scenarios should be realistic and relevant, and should be used for the purpose of demonstration and reinforcement of effective monitoring. Modules in the FSTD should be treated like those in an aircraft so that trainees have the opportunity to develop the competency with the practice of the right techniques and attitudes related to these topics through pilot performance, and that instructors have the opportunity to assess and train these topics in a realistic environment. As shown by the EBT data report, these topics are of key importance to improve safety in operations. In addition, the operator may also use these topics to develop scripted role-playing scenarios in the form of ISI. These scenarios cater for the need to monitor flight path excursions from the instructor pilot (PF), detect errors and make appropriate interventions, either verbally or by taking control as applicable. Demonstration scenarios may also be used. Demonstrated role-play should contain realistic and not gross errors, leading at times to a mismanaged aircraft state, which can also be combined with upset management training. | Recognise mismanaged aircraft state. Observe the pilot’s behaviour: how the pilot is mitigating errors, performing cross-checking, monitoring performance and dealing with a mismanaged aircraft state, in order to ensure that observed deviations, errors and mistakes are taken as learning opportunities throughout the programme. Monitor flight path excursions. Detect errors and threats through proper cross-checking performance. Make appropriate interventions either verbally or by taking control if applicable. Take appropriate action if necessary. Restore the desired aircraft state. Identify and manage consequences. | Deviations from the flight path, in pitch attitude, speed, altitude, bank angle | | x | | | | | x | | | | | | | ALL | | | In-seat instruction: Simple automation errors (e.g. incorrect mode selection, attempted engagement without the necessary conditions, entering wrong altitude or speed, failure to execute the desired mode) culminating in a need for direct intervention from the pilot monitoring, and where necessary taking control. | | x | | | | | x | | | | | | | APP | | | In-seat instruction: Unstable approach or speed/path/vertical rate not congruent with the required state for the given flight condition | x | x | | | | | x | x | | | | | | LDG | | | In-seat instruction: Demonstration exercise — recovery from bounced landing, adverse wind, strong gusts during landing phase, resulting in a bounce and necessitating recovery action from the pilot monitoring | x | | | x | | | x | | | | | Unstable approach | A | DES APP | Reinforce stabilised approach philosophy and adherence to defined parameters. Encourage go-arounds when crews are outside these parameters. Develop and sustain competencies related to the management of high-energy situations. | | ATC or terrain-related environment creating a high-energy descent with the need to capture the optimum profile to complete the approach in a stabilised configuration | x | | x | | | | x | | | | | | | DES APP | | | ATC or terrain-related environment creating a high-energy descent leading to unstable conditions and requiring a go-around | x | | x | | | | x | | | | | | | APP | | | Approach and landing in demanding weather conditions, e.g. turbulence, up and downdrafts, gusts and crosswinds including shifting wind directions | | | | x | | x | x | | | | | | | APP | | | Increasing tailwind on final approach (not reported) | x | x | | | | x | x | | | | | | | APP LDG | | | Crosswinds with or without strong gusts on approach, final approach and landing (within and beyond limits) | x | | | x | | x | | | | | Section 5 — UPRT training topic with frequency (B). Evaluation phase, manoeuvres training phase or scenario-based training phase (EVAL, MT or SBT) | | | | | | | | | | | | | | | | | EVAL, MT or SBT | Upset prevention training | B | N/A | Compliance with AMC1 or AMC2 to ORO.FC.220&230 Include upset prevention elements in Table 1 for the recurrent training programme in at least every cycle, such that all the elements are covered over a period not exceeding 3 years. The elements are numbered with letters from A to I in Table 1 of AMC1 ORO.FC.220&230. Each element is made up of several numbered components. According to the principles of EBT, covering one component should satisfy the requirement to cover the whole element of recognising and preventing the development of upset conditions. | Early recognition and prevention of upset conditions. When the differences between LHS and RHS are not significant in the handling of the aircraft, UPRT may be conducted in either seat. | See Table 1 of AMC1 ORO.FC.220&230: Elements and respective components of upset prevention training. | Intentionally blank | | | | | | | | | | | | | CRZ | | | Demonstration of the defined normal flight envelope and any associated changes in flight instruments, flight director systems, and protection systems. This should take the form of an instructor-led exercise to show the crew the points beyond which an upset condition could exist. | | | X | | | | | x | x | | | | | TO APP | | | Severe wind shear or wake turbulence during take-off or approach | | | x | x | | x | x | | | | | | | CRZ | | | As applicable and relevant to the aircraft type, demonstration at a suitable intermediate level, with turbulence as appropriate; practise steep turns and note the relationship between bank angle, pitch and stalling speed. | | | | X | | | x | | x | | | | | CRZ | | | At the maximum cruise flight level for the current aircraft weight, turbulence to trigger overspeed conditions (if FSTD capability exists, consider use of the vertical wind component to add realism). | X | | x | x | | | x | | | | | | | CRZ | | | At the maximum cruise flight level for the current aircraft weight, turbulence and significant temperature rise to trigger low-speed conditions (if FSTD capability exists, consider use of the vertical wind component to add realism). | | | X | x | | | x | | X | | | | | CRZ | | | High-altitude ACAS RA (where the RA is required to be flown in manual flight) | x | | | x | | | x | x | | | Assessment and training topic | | Frequency | Flight phase activation | Description (includes type of topic, being threat, error or focus) | Desired outcome (includes performance criteria OR training outcome) | Guidance material (GM) Example scenario elements | PRO | COM | FPA | FPM | LTW | PSD | SAW | WLM | KNO | | Section 6 — Training topics with frequency (B) in alphabetical order. Evaluation phase or scenario-based training phase (EVAL or SBT) | | | | | | | | | | | | | | | | | EVAL or SBT | Adverse wind | B | TO | Adverse wind/crosswind. This includes tailwind but not ATC mis-reporting of the actual wind. | Recognise adverse-wind conditions. Observe limitations. Apply the appropriate procedures. Maintain directional control and safe flight path. | Take-off with different crosswind/tailwind/gust conditions | | | | | | x | | x | | | | | | TO | | | Take-off with unreported tailwind | | x | | | x | | | | | | | | | TO | | | Crosswinds with or without strong gusts on take-off | x | | | x | | | | | | | | | | APP | | | Wind exceeding limits on final approach (not reported) | x | x | | | | x | x | | | | | | | APP | | | Wind exceeding limits on final approach (reported) in manual aircraft control | x | x | | x | | x | | | | | | | | APP | | | Increasing tailwind on final approach (not reported) | x | x | | | | x | x | | | | | | | APP | | | Approach and landing in demanding weather conditions, e.g. turbulence, up and downdrafts, gusts and crosswind including shifting wind directions | | | | x | | x | x | | | | | | | APP | | | Adverse-wind scenario resulting in increasing tailwind below DA (not reported) | | x | | x | | x | | | | | | | | APP | | | Adverse-wind scenario including strong gusts and/or crosswind out of limits below DA (not reported) | | x | | x | | x | | | | | | | | APP | | | Adverse-wind scenario including strong gusts and/or crosswind out of limits below 15 m (50 ft) (not reported) | | x | | x | | x | | | | | | | | APP LDG | | | Crosswind with or without strong gusts on approach, final approach and landing (within and beyond limits) | x | | | x | | x | | | | | EVAL or SBT | Aircraft system malfunctions, including operations under MEL | B | ALL | Any internal failure(s) apparent or not apparent to the crew Any item cleared by the MEL but having an impact upon flight operations — for instance, thrust reverser locked. Malfunctions to be considered should have one or more of the following characteristics: Immediacy Complexity Degradation of aircraft control Loss of primary instrumentation Management of consequences The operator should vary malfunctions for each characteristic over the EBT cycle. Unless specified otherwise in the operational suitability data, at least one malfunction with each characteristic should be included in every cycle. Combining characteristics should not reduce the number of malfunctions below seven in each cycle. For each [crew member](https://avioverse.aero/glossary/easa/crew-member), the characteristics of degraded control and loss of instrumentation should be in the role of pilot flying and the others may be in the role of pilot flying or pilot monitoring. For full details, see the malfunction equivalency methodology. | Recognise system malfunction. Take appropriate action including correct stop/go decision. Apply the appropriate procedure correctly. Maintain aircraft control. Manage consequences. Apply crew operating procedures where necessary. Respond appropriately to additional system abnormalities associated with MEL dispatch. | (i) System malfunctions that require immediate and urgent crew intervention or decision, e.g. fire, smoke, loss of pressurisation at high altitude, failures during take-off, brake failure during landing. (ii) System malfunctions that require complex procedures, e.g. multiple hydraulic system failures, smoke and fumes procedures, major electrical system failure. (iii) System malfunctions that result in significant degradation of flight controls in combination with abnormal handling characteristics, e.g. jammed flight controls, certain degradation of FBW control, jammed horizontal stabiliser; flaps and/or slats locked; other malfunctions that result in degraded flight controls. (iv) System failures that require monitoring and management of the flight path using degraded or alternative displays, unreliable primary flight path information, unreliable airspeed, e.g. flight with unreliable airspeed (v) System failures that require extensive management of their consequences (independent of operation or environment), e.g. fuel leak. | Intentionally blank | | | | | | | | | | | | | TO | | | MEL items with crew operating procedures applicable during take-off | | | | | | x | | | X | | | | | TO | | | Response to an additional factor that is affected by an MEL item (e.g. system failure, runway state) | | x | | x | | x | | | X | | | | | GND | | | Malfunction during preflight preparation and prior to departure | x | | | | | x | x | | | | | | | CLB | | | Malfunction after departure | x | | | | | x | x | | X | | | | | ALL | | | Malfunctions that require immediate attention (e.g. bleed fault during engine start, hydraulic failure during taxi) | x | | | | x | | | x | | | | | | CLB CRZ | | | Fuel leak (management of consequences) | x | | | | x | | x | | X | | | | | TO | | | Malfunction on take-off high speed below V1 | x | | | | x | x | | | | | | | | TO | | | Malfunction on take-off high speed above V1 | x | | | | | x | | | | | | | | GND | | | During taxi to the runway, a spurious brake temperature announcement. The crew had the correct brake temperature moments before the failure. | | | | | X | X | X | | | | | | | TO | | | Tyre failure during take-off | | | | | x | x | | x | | | | | | TO | | | Malfunction on initial climb | x | | | | | x | | | | | | | | APP | | | Malfunction on approach | x | | | | | x | | x | | | | | | APP | | | Malfunction on go-around | x | | | | | x | | x | | | | | | LDG | | | Malfunction during landing | x | x | | x | | x | x | | | | Assessment and training topic | | Frequency | Flight phase activation | Description (includes type of topic, being threat, error or focus) | Desired outcome (includes performance criteria OR training outcome) | Guidance material (GM) Example scenario elements | PRO | COM | FPA | FPM | LTW | PSD | SAW | WLM | KNO | | EVAL or SBT | Aircraft system management | B | | Normal system operation according to defined instructions | This is not considered as a stand-alone topic. It is linked with the topic ‘compliance’. Where a system is not managed according to normal or defined procedures, this is determined as a non-compliance. | See ‘compliance’ topic above. There are no defined scenarios, but the instructor should focus on learning opportunities when system management non-compliances manifest themselves during other scenarios. Underpinning knowledge of systems and their interactions should be developed and challenged, and not merely the application of normal procedures. | Intentionally blank | | | | | | | | X | | | | | CRZ APP LDG | | | Minimum fuel, caused by extended delays, weather, etc. where the crew would need to manage a minimum fuel situation. | | | | | X | x | x | x | | | | Approach, visibility close to minimum | B | APP | Any situation where visibility becomes a threat | Recognise actual conditions. Observe aircraft and/or procedural limitations. Apply the appropriate procedures if applicable. Maintain directional control and safe flight path. | Approach in poor visibility | x | | x | x | | | | x | | | | | | APP | | | Approach in poor visibility with deteriorations necessitating a decision to perform a go-around | x | | x | x | | | | | | | | | | LDG | | | Landing in poor visibility | | | | x | | x | x | | | | | Landing | B | LDG | Pilots should have opportunities to practise landings in demanding situations at the defined frequency. Data indicates that landing problems have their roots in a variety of factors, including inappropriate decision-making, in addition to manual aircraft control skills if difficult environmental conditions exist. The purpose of this item is to ensure that pilots are exposed to this during the programme. | Landing in demanding environmental conditions, with malfunctions as appropriate | This topic should be combined with the adverse-weather topic, aircraft system malfunctions topic or any topic that can provide exposure to a landing in demanding conditions. | Intentionally blank | | | | | | | | | | | Runway or taxiway condition | B | GND TO LDG | Contamination or surface quality of the runway, taxiway, or tarmac including foreign objects | Recognise hazardous runway condition. Observe limitations. Take appropriate action. Apply the appropriate procedures correctly. Assure aircraft control. | Planned anticipated hazardous conditions with dispatch information provided to facilitate planning and execution of appropriate procedures | | | | | | x | | | X | | | | | GND TO LDG | | | Unanticipated hazardous conditions, e.g. unexpected heavy rain resulting in flooded runway surface | | x | | | x | x | | | | | | | | TO | | | Take-off on runway with reduced cleared width due to snow | x | | | x | x | | x | | | | | | | TO | | | Stop/go decision in hazardous conditions | | | | | x | x | | x | | | EVAL or SBT | Surprise | B | TO | The data analysed during the development of the EBT concept indicated substantial difficulties encountered by crews when faced with a threat or error, which was a surprise or an unexpected event. The element of surprise should be distinguished from what is sometimes referred to as the ‘startle factor’ — the latter being a physiological reaction. Wherever possible, consideration should be given towards variations in the types of scenario, times of occurrences and types of occurrence, so that pilots do not become overly familiar with repetitions of the same scenarios. Variations should be the focus of EBT programme design, and not left to the discretion of individual instructors, in order to preserve programme integrity and fairness. | Exposure to an unexpected event or sequence of events at the defined frequency in order to build resilience. | Rejected takeoff | X | | | X | | X | | | | | EVAL or SBT | | | ALL | | | Intentionally blank | Intentionally blank | | | | | | | | | | EVAL or SBT | Terrain | B | ALL | Alert, warning, or conflict | Anticipate terrain threats. Prepare for terrain threats. Recognise unsafe terrain clearance. Take appropriate action. Apply the appropriate procedures correctly. Maintain aircraft control. Restore safe flight path. Manage consequences. | ATC clearance giving insufficient terrain clearance | x | x | | | x | | | | X | | | | | ALL | | | Demonstration of terrain avoidance warning systems (TAWS) (this scenario element may be done in an ISI.) | | | | | | x | x | x | | | | | | TO CLB | | | Engine failure where performance is marginal leading to TAWS warning | | x | | x | | | | x | | | | | | DES APP | | | ATC provides a wrong QNH | | x | | | | | x | | | | | | | DES | | | ‘Virtual mountain’ refers to the surprise element of an unexpected warning. Care should be exercised in creating a level of realism, so this can best be achieved by an unusual and unexpected change of route during the descent. | | | | | | X | x | x | | | | Workload, distraction, pressure, stress | B | ALL | This is not considered a topic for specific attention on its own, but more as a reminder to programme developers to ensure that pilots are exposed to immersive training scenarios which expose them to manageable high workload and distractions during the course of the EBT programme, at the defined frequency. | Manage available resources efficiently to prioritise and perform tasks in a timely manner under all circumstances | Intentionally blank | Intentionally blank | | | | | | | | | | Assessment and training topic | | Frequency | Flight phase activation | Description (includes type of topic, being threat, error or focus) | Desired outcome (includes performance criteria OR training outcome) | Guidance material (GM) Example scenario elements | | PRO | COM | FPA | FPM | LTW | PSD | SAW | WLM | KNO | | ----------------------------------------------------------------------------------------------------------------------------------------- | ------------------------- | --------- | ----------------------- | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ------------------- | --- | --- | --- | --- | --- | --- | --- | --- | | Section 7 — UPRT Upset recovery training topic with frequency (C). Manoeuvres training phase or scenario-based training phase (MT or SBT) | | | | | | | | | | | | | | | | | | MT or SBT | Upset recovery | C | N/A | Compliance with AMC1 or AMC2 to ORO.FC.220&230 Include the recovery exercises in Table 2 of AMC1 ORO.FC.220&230 for the recurrent training programme, such that all the exercises are covered over a period not exceeding 3 years. According to the principles of EBT, covering one component should satisfy the requirement to cover the whole element of recovery from developed upsets. The same principles apply to the exercises of components 2, 3 and 4 where one exercise may satisfy the requirement to cover the whole component. An [aeroplane](https://avioverse.aero/glossary/easa/aeroplane) upset is defined as an undesired aeroplane state in flight characterised by unintentional divergences from parameters normally experienced during line operations or training. An aeroplane upset may involve pitch and/or bank angle divergences as well as inappropriate airspeeds for the conditions. | Recognise upset condition. Make timely and appropriate intervention. Take appropriate action. Assure timely and appropriate intervention. (AMC1 ORO.FC.220&230 Table 2 component 1) Assure aircraft control. Maintain or restore a safe flight path. Assess consequential issues. Manage outcomes. Consolidate the summary of aeroplane recovery techniques. (AMC1 ORO.FC.220&230 Table 2 component 5) Note: The operator should assess if the exercises should be practised for the either seat qualification. | The example scenario elements may be done in ISI, as non-ISI or a combination of both. If done in ISI: The instructor should position the aircraft within but close to the edge of the validated training envelope before handing control to the trainee to demonstrate the restoration of normal flight. Careful consideration should be given to flying within the validated training envelope. | | Intentionally blank | | | | | | | | | | | | | | | | Table 2 of AMC1 ORO.FC.220&230: Exercises for upset recovery training | | | | | | | | | | | | | | | | | | A. | Recovery from developed upsets | | | | | | | | | | | | | | CLB DES | | | 2. | Recovery from stall events in the following configurations: take-off configuration, clean configuration low altitude, clean configuration near maximum operating altitude, and landing configuration during the approach phase. | x | | | x | | | x | x | | | | | | CRZ | | | 3. | Recovery from nose high at various bank angles | x | | | x | | | x | x | | | | | | CRZ | | | 4. | Recovery from nose low at various bank angles | x | | | x | | | x | x | | | | | | CRZ | | | | | | | | | | | | | | | | | | APP | | | Demonstration at a normal cruising altitude. Set conditions and disable aircraft systems as necessary to enable trainee to perform stall recovery according to OEM instructions. | | x | | | x | | | x | | | | | | | CLB DES | | | Demonstration at an intermediate altitude during early stages of the approach. Set conditions and disable aircraft systems as necessary to enable trainee to perform stall recovery according to OEM instructions. | | x | | | x | | | x | | | | | | | | Recovery from a wake turbulence position with high-bank angle | | | | x | | x | x | | | x | | | | Assessment and training topic | | Frequency | Flight phase activation | Description (includes type of topic, being threat, error or focus) | Desired outcome (includes performance criteria OR training outcome) | Guidance material (GM) Example scenario elements | | PRO | COM | FPA | FPM | LTW | PSD | SAW | WLM | KNO | | Section 8 — Training topics with frequency (C) in alphabetical order. Evaluation phase or scenario-based training phase (EVAL or SBT) | | | | | | | | | | | | | | | | | | EVAL or SBT | ATC | C | ALL | ATC error. Omission, miscommunication, garbled, poor quality transmission. All these act as distractions to be managed by the crew. The scenarios should be combined, where possible, with others of the same or higher weighting, the principal reason being to create distractions. | Respond to communications appropriately. Recognise, clarify and resolve any ambiguities. Refuse or question unsafe instructions. Use standard phraseology whenever possible. | ATC role-play: the instructor provides scripted instructions, as a distraction to the crew | | x | x | | | x | | | | | | | | | ALL | | | Controller error, provided by the instructor according to a defined scripted scenario | | x | x | | | | x | x | | | | | | | ALL | | | Frequency congestion, with multiple aircraft using the same frequency | | | x | | | | | | | | | | | | APP | | | Destination temporarily closed | | | | | | x | x | x | x | | | | | | CRZ | | | Rescue and firefighting services (RFFS) level reduction at destination | | | x | | | x | | x | | | | | | | APP | | | Runway change before the interception of the localiser or similar navigation aid in azimuth | | | | x | | x | | x | x | | | | | | GND TO | | | Stray dogs at the opposite threshold runway | | | x | | | x | | x | | | | | | | ALL | | | Poor quality transmissions | | | x | | | | | | | | | EVAL or SBT | Engine failure | C | TO | Any engine failure or malfunction, which causes loss or degradation of thrust that affects performance. This is distinct from the engine-out manoeuvres described in the MT section above, which are intended only to practise psychomotor skills and reinforce procedures to manage engine failures. | Recognise engine failure. Take appropriate action. Apply the appropriate procedure correctly. Maintain aircraft control. Manage consequences. | Engine failure or engine malfunction on take-off low speed | | x | | | x | | x | | x | | | | | | TO | | | Engine failure or engine malfunction on take-off high speed below V1 | | x | | | x | | x | | x | | | | | | TO | | | Engine failure or engine malfunction on take-off above V1 | | x | | | | | x | x | x | | | | | | TO | | | Engine failure or engine malfunction on initial climb | | x | | | | | x | x | | | | | | | APP | | | Engine malfunction | | x | | | | | x | | x | | | | | | CRZ | | | Engine failure in cruise (with autopilot) | | x | | x | | | | x | | | | | | | CRZ | | | Multiple engine failure in CRZ (volcanic ash, recoverable). Competency FPM may or may not be included depending on the impact on the automation. | | | | | | x | x | x | x | | | | | | LDG | | | Engine failure or engine malfunction on landing | | | | | x | | | | | | | EVAL or SBT | Fire and smoke management | C | GND | This includes engine, electric, pneumatic, cargo fire, smoke or fumes. | Recognise fire, smoke or fumes Take appropriate action. Apply the appropriate procedure correctly. Maintain aircraft control. Manage consequences. | Fire in cargo or cabin/cockpit at gate | | x | x | | | | x | | x | | | | | | GND | | | Fire during taxi | | x | x | | | | x | | x | X | | | | | GND | | | Fire with no cockpit indication | | x | x | | | | x | | x | X | | | | | TO | | | Take-off low speed | | x | | | x | x | x | | | X | | | | | TO | | | Fire or smoke on take-off high speed below V1 | | x | | | x | x | x | | | | | | | | TO | | | Fire or smoke on take-off high speed above V1 | | x | | | | x | x | | | | | | | | TO | | | Fire or smoke on initial climb | | x | | | | x | x | | | | | | | | CRZ | | | Cargo compartment fire or avionics compartment fire | | | | | | | x | x | x | | | | | | APP | | | Engine fire in approach (extinguishable) | | | x | | | | x | | | | | | | | APP | | | Engine fire in approach (non-extinguishable) | | | x | | | x | x | | | | | | | | CLB CRZ DES | | | Lithium battery fire in the cockpit or cabin compartment | | x | x | | | x | x | | x | | | | | | APP | | | Flight deck or cabin fire | | | x | | | x | x | | | X | | | | | GND | | | Any of the example scenario elements above ending in an evacuation | | | x | | | x | x | | x | | | | Loss of communications | C | GND | Lost or difficult communications due to either pilot mis-selection or a failure external to the aircraft. This could be for a few seconds or a total loss. | Recognise loss of communications. Take appropriate action. Execute the appropriate procedure as applicable. Use alternative ways to communicate. Manage consequences. | Loss of communications during ground manoeuvring | | x | x | | | | | | | | | | | | TO | | | Loss of communications after take-off | | x | | | | | x | | | X | | | | | APP | | | Loss of communications during approach phase, including go-around | | x | x | | | | x | x | | X | | Assessment and training topic | | Frequency | Flight phase activation | Description (includes type of topic, being threat, error or focus) | Desired outcome (includes performance criteria OR training outcome) | Guidance material (GM) Example scenario elements | PRO | COM | FPA | FPM | LTW | PSD | SAW | WLM | KNO | | ----------------------------- | ------------------------------------------ | --------- | ----------------------- | ---------------------------------------------------------------------------------------------------------------------------------------------------- | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------ | ------------------- | --- | --- | --- | --- | --- | --- | --- | --- | | EVAL or SBT | Managing loading, fuel, performance errors | C | ALL | A calculation error by one or more pilots, or someone involved with the process, or the process itself, e.g. incorrect information on the load sheet | Anticipate the potential for errors in load/fuel/performance data. Recognise inconsistencies. Manage/avoid distractions. Make changes to paperwork/aircraft system(s) to eliminate error. Identify and manage consequences. | This can be a demonstrated error, in that the crew may be instructed to deliberately insert incorrect data — for example, to take off from an intersection with full-length performance information. The crew will be asked to intervene when acceleration is sensed to be lower than normal, and this may be part of the operator procedures, especially when operating mixed fleets with considerable variations in MTOM. | x | x | | | | | | x | | | | | | TO | | | Wind report with take-off clearance not consistent with prior performance calculation. ATC, cabin crew or other people are pushing crew to take off quickly. | x | | | | x | | x | x | | | | | | GND | | | Environmental change during taxi (e.g. heavy rain) not consistent with prior take-off performance calculation | | | | | | | x | x | | | | | | GND | | | Fuel ground staff on industrial action. Only limited amount of fuel available, which is below the calculated fuel for the flight. | | | | | x | x | x | x | | | | | | GND | | | Advise crew that there is a change of the load sheet figures during taxi to the runway. The crew may have limited time due to a calculated take-off time (CTOT) — ATC Slot. | x | | | | | | | x | | | | | | GND | | | Braking action reported ‘medium’. The information is transmitted just before take-off. The flight is subject to a CTOT — ATC slot. | | | | | x | | x | x | | | EVAL or SBT | Navigation | C | GND | External NAV failure. Loss of GPS satellite, ANP exceeding RNP, loss of external NAV source(s) | Recognise a NAV degradation. Take appropriate action. Execute the appropriate procedure as applicable. Use alternative NAV guidance. Manage consequences. | External failure or a combination of external failures degrading aircraft navigation performance on ground | x | | x | | | x | x | | | | | | | TO CLB APP LDG | | | External failure or a combination of external failures degrading aircraft navigation performance in flight | | x | | | x | x | x | | | | | | | GND | | | Standard initial departure change during taxi. The flight may be subject to a CTOT — ATC slot. | | | | | x | | x | x | | | | | | APP | | | Loss of runway lighting below decision height | | x | | | | x | x | | | | | | | CRZ | | | No fly zone: when the crew changes control frequency, the new ATCO informs the crew that they are flying over an unannounced ‘no fly zone’ that is not included in the NOTAMs. (To trigger such an event, the context may be as follows: an unexpected military conflict in the territory the aircraft is flying over or the crew is forced to re-route in flight and the new route flies over a city that has an important event such the Olympic games, a G20/G7 submit, or the route is flying near a space rocket launch close to the time of the launch, like the Guiana Space Centre, Cape Cañaveral, etc.). | | | | | x | x | x | | | | | Operationsor type-specific | C | ALL | Intentionally blank | Intentionally blank | Intentionally blank | Intentionally blank | | | | | | | | | | | Operations of special airport approval | C | APP LDG | See equivalency of approaches relevant to operations. | The operator should comply with the national qualification requirements published in the aeronautical information publication (AIP). | Intentionally blank | Intentionally blank | | | | | | | | | | | Pilot incapacitation | C | TO | Consequences for the non-incapacitated pilot | Recognise incapacitation. Take appropriate action including correct stop/go decision. Apply the appropriate procedure correctly. Maintain aircraft control. Manage consequences. | During take-off | x | x | | | x | x | | | X | | | | | APP | | | During approach | x | | | x | | | | x | X | | | Traffic | C | CLB CRZ DES | Traffic conflict. ACAS RA or TA, or visual observation of conflict, which requires evasive manoeuvring | Anticipate potential loss of separation. Recognise loss of separation. Take appropriate action. Apply the appropriate procedure correctly. Maintain aircraft control. Manage consequences. | ACAS warning that requires crew intervention | | x | | | | x | x | x | | | | | | | | | Dilemma: Visual acquisition of conflicting traffic followed by an ACAS warning (resolution advisory) triggered by the same or other traffic. Even if the traffic is in sight, the pilot should follow the RA. | x | | x | x | | | | | | | | | | | | | While in descent, ACAS warning (traffic advisory) of an aircraft below. The crew should not initiate an avoidance manoeuvre based on TA (except decreasing the rate of descent unless otherwise instructed by ATC, etc.). This example scenario can be done during climb with conflicting traffic above. | x | | | | x | x | | | | | | Wind shear recovery | C | TO | With or without warnings including predictive. A wind shear scenario is ideally combined with an adverse-weather scenario containing other elements. | Anticipate potential for wind shear. Avoid known wind shear or prepare for suspected wind shear. Recognise wind shear encounter. Take appropriate action. Apply the appropriate procedure correctly. Assure aircraft control. Recognise out of wind shear condition. Maintain or restore a safe flight path. Assess consequential issues and manage outcomes. | Predictive wind shear warning during take-off | | | | | x | x | | | | | | | | TO | | | Wind shear encounter during take-off | x | | | | x | x | | | | | | | | TO | | | Wind shear encounter after [rotation](https://avioverse.aero/glossary/easa/rotation) | | | | | | x | | x | | | | | | TO | | | Predictive wind shear after rotation | | | | | x | x | | | | | | | | APP | | | Predictive wind shear during approach | x | | | | x | x | | | | | | | | APP | | | Wind shear encounter during go-around | x | | | | x | x | | x | | | | | | APP | | | Wind shear encounter during approach | x | | | | x | x | | | | END GEN4 JET AMC · AMC2 ORO.FC.232 — Regulation (EU) No 965/2012 · ED Decision 2022/014/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026 AMC Acceptable means of compliance ## AMC3 ORO.FC.232 EBT programme assessment and training topics GENERATION 3 (JET) — TABLE OF ASSESSMENT AND TRAINING TOPICS | Assessment and training topic | | Frequency | Description (includes type of topic, being threat, error or focus) | Desired outcome (includes performance criteria OR training outcome) | Flight phase activation | Guidance material (GM) Example scenario elements | PRO | COM | FPA | FPM | LTW | PSD | SAW | WLM | KNO | | ----------------------------------------------------------------------------------------------------------------------------- | --------------------------------------------------------------------------------- | --------- | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------ | ---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ----------------------- | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ----------------------------------------------------------------- | --- | --- | --- | --- | --- | --- | --- | --- | | Generation 3 Jet — Recurrent assessment and training matrix | | | | | | | [Competency](https://avioverse.aero/glossary/easa/competency) map | | | | | | | | | | Section 1 — Skill retention. [Manoeuvres training phase](https://avioverse.aero/glossary/easa/manoeuvres-training-phase) (MT) | | | | | | | | | | | | | | | | | MT | Rejected take-off | B | Rejected take-off after the application of takeoff thrust and before reaching [V1](https://avioverse.aero/glossary/easa/v1) (CAT I or above) | Demonstrate manual [aircraft](https://avioverse.aero/glossary/easa/aircraft) control skills with smoothness and accuracy as appropriate to the situation. Detect deviations through instrument scanning. Maintain spare mental capacity during manual aircraft control. Maintain the aircraft within the flight envelope. Apply knowledge of the relationship between aircraft attitude, speed and thrust. | TO | From initiation of take-off to complete stop (or as applicable to the procedure) | x | | | x | | | | | | | | Failure of the critical engine between V1 and V2 | A | Failure of the critical engine from V1 and before reaching V2 in the lowest CAT I visibility or in LVO meteorological (MET) conditions. | | TO | The manoeuvre is complete at a point when the aircraft is stabilised at normal engine-out climb speed with the correct pitch and lateral control, in trim condition and, as applicable, autopilot engagement. Only one failure of the critical engine between V1 and V2 a year may be done in LVO conditions. | x | | | x | | | | | | | | Failure of one engine on take-off | B | Failure of one engine from V1 and before reaching V2 in the lowest CAT I visibility or in LVO MET conditions. | | TO | The manoeuvre is complete at a point when the aircraft is stabilised in a clean configuration with engine-out procedures completed. Only one failure of the critical engine between V1 and V2 a year may be done in LVO conditions. | x | | | x | | | | | | | | | | Failure of one engine above V2 (any segment of the TO) in the lowest CAT I visibility or in LVO MET conditions. | The manoeuvre is complete at a point when the aircraft is stabilised in a clean configuration with engine-out procedures completed. | | x | | | x | x | | | | | | | | Emergency descent | C | Initiation of emergency descent from normal cruise altitude | | CRZ | The manoeuvre is complete once the aircraft is stabilised in emergency descent configuration (and profile). However, if the EBT programme does not include the example scenario element ‘emergency descent’ in the training topic ‘automation management’, the emergency descent procedures should be completed and should not stop once the aircraft is stabilised in emergency descent configuration. | x | | x | x | | | | | | | | Engine-out approach & landing | B | With the critical engine (if applicable) failed, normal landing | | LDG | Initiation in a stabilised engine-out configuration from not less than 3 NM final approach, until completion of roll-out | x | | | x | | | | | | | | Engine-out approach & [go-around](https://avioverse.aero/glossary/easa/go-around) | B | With the critical engine (if applicable) failed, manually flown normal precision approach to DA, followed by a manual go-around — the whole manoeuvre to be flown without visual reference | | APP | This manoeuvre should be flown from intercept to centreline until acceleration after go-around. The manoeuvre is complete at a point when the aircraft is stabilised at normal engine-out climb speed with the correct pitch and lateral control, in trim condition and, as applicable, autopilot engagement (describe generally the critical part of the manoeuvre). | x | | | x | | | | | | | | Go-around | A | Go-around, all engines operative | | APP | High energy, initiation during the approach at 150 to 300 m (500 to 1 000 ft) below the missed approach level-off altitude | x | | x | x | | | | | | | | | | | Initiation of a go-around from DA followed by visual circuit and landing | | x | | | x | x | | | | | | | | | | | During flare/rejected landing | | x | | | x | x | | | | | | | | Pilot qualification to operate in either pilot’s seat | B | As per ORO.FC.235 | | APP | Complete the manoeuvres mandated in ORO.FC.235. | Intentionally left in blank. | | | | | | | | | | Assessment and training topic | | | Frequency | Description (includes type of topic, being threat, error or focus) | Desired outcome (includes performance criteria OR training outcome) | Flight phase activation | Guidance material (GM) Example scenario elements | PRO | COM | FPA | FPM | LTW | PSD | SAW | WLM | KNO | | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | --------------------------- | -------------------- | --------- | ---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ----------------------------------------------------------------------------------------- | -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | -------------- | --- | --- | --- | --- | --- | --- | --- | --- | | Generation 3 Jet — Recurrent assessment and training matrix | | | | | | | | Competency map | | | | | | | | | | Section 2 — Equivalency of approaches relevant to operations. [Evaluation phase](https://avioverse.aero/glossary/easa/evaluation-phase), manoeuvres training phase or [scenario-based training phase](https://avioverse.aero/glossary/easa/scenario-based-training-phase) (EVAL, MT or SBT) | | | | | | | | | | | | | | | | | | MT | | Approach type A or B | B | Approach type A or B flight method 3D | See equivalency of approaches relevant to operations that place an additional demand on a [proficient](https://avioverse.aero/glossary/easa/proficient) crew | APP | See equivalency of approaches relevant to operations | X | | X | X | | | X | | X | | | | Approach type A | B | Approach type A flight method 2D | See equivalency of approaches relevant to operations that place an additional demand on a proficient crew | APP | See equivalency of approaches relevant to operations | X | | X | X | | | X | | X | | EVAL or SBT | | Approach type A | B | Approach type A flight method 3D or 2D | See equivalency of approaches relevant to operations that place an additional demand on a proficient crew | APP | See equivalency of approaches relevant to operations | X | | X | X | | | X | | X | | | | Approach type B | B | Approach type B flight method 3D | See equivalency of approaches relevant to operations that place an additional demand on a proficient crew | APP | See equivalency of approaches relevant to operations | X | | X | X | | | X | | X | | Section 3 – Equivalency of approaches under specific approvals and take-off under specific approvals. Evaluation phase, manoeuvres training phase or scenario-based training phase (EVAL, MT or SBT) | | | | | | | | | | | | | | | | | | MT | SPA approach(es) | | B | Approach requiring specific approval | See equivalency of approaches relevant to operations — specific approval | APP | Approaches flown from FAF to landing or go-around | x | | x | x | | | | | | | EVAL or SBT | SPA approach(es) | | B | Approach requiring specific approval | See equivalency of approaches relevant to operations — specific approval | APP | Approaches flown from FAF to landing or go-around | x | | x | x | | | | | | | EVAL, MT or SBT | SPA Rejected take-off (RTO) | | B | Engine failure after the application of take-off thrust and before reaching V1 (in low-visibility MET conditions, preferably in the lowest approved visibility) Low-visibility RTO is not required under Part SPA but instead in Appendix 9 Section 6. Note: AMC1 SPA.LVO.120 point (f) does not require a low-visibility RTO. RTO is required only in the initial LVO course (point (g)(1)(iii) of AMC1 SPA.LVO.120). | Demonstrate manual aircraft control skills with smoothness and accuracy as appropriate to the situation. Detect deviations through instrument scanning. Maintain spare mental capacity during manual aircraft control. Maintain the aircraft within the flight envelope. Apply knowledge of the relationship between aircraft attitude, speed and thrust. | TO RTO — can be combined with the assessment and training topic ‘surprise’ in EVAL or SBT | | X | | | X | | | | | | | EVAL, MT or SBT | LVTO | | B | Notwithstanding AMC1 SPA.LVO120 point (f)(1) AMC1 SPA.LVO.120 requires SPA manoeuvres in the frequency of the OPC, as OPC is substituted in the EBT programme. Thus, the frequency in EBT is determined in every cycle (B). Low visibility take-off, preferably in the lowest approved visibility | TO | | The manoeuvre is complete at a point when the aircraft is stabilised at normal climb speed with the correct pitch and lateral control, in trim condition and, as applicable, autopilot engagement. | x | | | x | | | | | | | Assessment and training topic | | Frequency | Flight phase activation | Description (includes type of topic, being threat, error or focus) | Desired outcome (includes performance criteria OR training outcome) | Guidance material (GM) Example scenario elements | PRO | COM | FPA | FPM | LTW | PSD | SAW | WLM | KNO | | -------------------------------------------------------------------------------------------------------------------------------------- | ----------------------------------------------------------------------- | --------- | ----------------------- | --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------ | --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ------------------- | --- | --- | --- | --- | --- | --- | --- | --- | | Generation 3 Jet — Recurrent assessment and training matrix | | | | | | | Competency map | | | | | | | | | | Section 4 — Training topics with frequency (A) in alphabetical order. Evaluation phase or scenario-based training phase (EVAL or SBT). | | | | | | | | | | | | | | | | | EVAL or SBT | Adverse weather | A | GND | Thunderstorm, heavy rain, turbulence, ice build-up to include de-icing issues, as well as high-temperature conditions. The proper use of anti-ice and de-icing systems should be included generally in appropriate scenarios. | Anticipate adverse weather. Prepare for suspected adverse weather. Recognise adverse weather. Take appropriate action. Apply the appropriate procedure correctly. Assure aircraft control. | Predictive wind shear warning before take-off, as applicable | x | x | | | | x | | | | | | | | ALL | | | Adverse-weather scenario, e.g. thunderstorm activity, precipitation, icing | | x | | | x | x | | x | | | | | | TO | | | Wind shear encounter during take-off, not predictive | x | | | x | | | x | | X | | | | | TO | | | Predictive wind shear warning during take-off | x | x | | | | x | x | | | | | | | TO | | | Crosswinds with or without strong gusts on take-off | x | | | x | | | | | | | | | | CRZ | | | Turbulence that increases to severe turbulence | | x | | | x | | x | x | | | | | | CRZ | | | Wind shear encounter scenario during cruise | x | | x | | | x | x | x | | | | | | APP | | | Reactive wind shear warning during approach or go-around | x | | x | x | | | x | | | | | | | APP | | | Predictive wind shear warning during approach or go-around | x | x | | | | x | x | | | | | | | APP | | | Thunderstorm encounter during approach or on missed approach | x | | | | | x | x | | | | | | | APP | | | Increasing tailwind on final approach (not reported) | x | x | | | | x | x | | | | | | | APP | | | Approach and landing in demanding weather conditions, e.g. turbulence, up and downdrafts, gusts and crosswinds including shifting wind directions | | | | x | | x | x | | | | | | | APP | | | Non-precision approach in cold-temperature conditions, requiring altitude compensation for temperature, as applicable to the type | x | x | | | | | x | | | | | | | APP LDG | | | Crosswinds with or without strong gusts on approach, final approach and landing (within and beyond limits) | x | | | x | | x | | | | | | | | APP | | | In approach, unexpected braking action ‘good to medium’ reported by the preceding aircraft | | x | | | | x | x | x | | | | | | APP | | | Moderate to severe icing conditions during approach effecting aircraft performance | x | x | | | | x | x | | | | | | | APP | | | Reduced visibility even after acquiring the necessary visual reference during approach, due to rain or fog | x | x | | | | x | | | | | EVAL or SBT | Automation management | A | CLB CRZ DES APP | The purpose of this topic is to encourage and develop effective flight path management through proficient and appropriate use of the flight management system(s), guidance and automation, including transitions between modes, monitoring, mode awareness, vigilance and flexibility needed to change from one mode to another. The means of mitigating errors are included in this topic. The errors are described as mishandled auto flight systems, inappropriate mode selection, mishandled flight management system(s) and inappropriate autopilot usage. | Know how and when to use the flight management system(s), guidance and automation. Demonstrate correct methods for engagement and disengagement of the auto flight system(s). Demonstrate appropriate use of flight guidance, auto thrust and other automation systems. Maintain mode awareness of the auto flight system(s), including engagement and automatic transitions. Revert to different modes when appropriate. Detect deviations from the desired aircraft state (flight path, speed, attitude, thrust, etc.) and take appropriate action. Anticipate mishandled auto flight system. Recognise mishandled auto flight system. Take appropriate action if necessary. Restore correct auto flight state. Identify and manage consequences. | ACAS warning (resolution advisory), recovery and subsequent engagement of automation | x | | x | | | | | | | | | | | ALL | | | FMS tactical programming issues, e.g. step climb, runway changes, late clearances, destination re-programming, executing diversion | x | | x | | | | | | X | | | | | CLB CRZ DES APP | | | Recoveries from TAWS, management of energy state to restore automated flight | x | | x | x | | | | | | | | | | CLB CRZ DES APP | | | Amendments to ATC cleared levels during altitude capture modes to force mode awareness and intervention | x | | x | | | | x | | | | | | | | ACAS warning (resolution advisory to level off) during climb or descent; for example, close to the cleared level when the capture mode has already been activated. | | | x | | x | | | | x | | | | | | | TO | | | Late ATC clearance to an altitude below acceleration altitude | x | | x | | | | x | | | | | | | TO APP | | | Engine-out special terrain procedures | x | | x | | | | x | | | | | | | CRZ | | | Forcing autopilot disconnect followed by re-engagement, recovery from lowor high-speed events in cruise | x | | x | x | | | x | | | | | | | CLB | | | Engine failure during or after initial climb using automation | x | | x | | | | | | | | | | | CRZ | | | Engine failure in cruise to onset of descent using automation | x | | x | | | | | | | | | | | CRZ | | | Emergency descent | x | | x | | | | | | X | | | | | DES APP | | | Managing high-energy descent capturing descent path from above (correlation with unstable approach training) | x | | x | | | | x | | X | | | | | APP | | | No ATC clearance received prior to commencement of approach or final descent | x | | x | | | | x | | | | | | | APP | | | Reactive wind shear and recovery from the consequent high-energy state | x | | x | | | | x | | | | | | | APP | | | Automation fail to capture the approach altitude in descent (e.g. last altitude before the FAP). Ideally, the failure occurs when the workload is high (e.g. configuration of the aircraft for final approach). | | | | | x | x | x | x | | | | | | APP | | | Non-precision or infrequently flown approaches using the maximum available level of automation | x | | x | | | | | | X | | | | | APP | | | Gear malfunction during an approach planned with autoland (including autobrake). Competency FPA may or may not be included depending on the impact of such malfunction on the automation. | | x | x | | | x | | x | | | | | | APP | | | ATC clearances to waypoints beyond the programmed descent point for a coded final descent point during an approach utilising a final descent that is commanded by the flight management system. | x | | x | | | | x | | X | | EVAL or SBT | Competencies — non-technical (CRM) | A | APP | This encapsulates the general CRM principles and objectives. It includes communication; leadership and teamwork; problem-solving and decision-making; situation awareness and management of information; and workload management. Emphasis should be placed on the development of leadership, shown by EBT data sources to be a highly effective competency in mitigating risk and improving safety through pilot performance. | Exposure to an event or sequence of events to allow the pilot to build awareness of human factors in aviation and the human limitations. This includes the development of the following competencies: Communication: Demonstrate: — effective use of language; — responsiveness to feedback; and — capability to state the plans and resolve ambiguities. Leadership and teamwork: Use appropriate authority to ensure focus on the task. Support others in completing tasks. Problem-solving and decision-making: Detect deviations from the desired state, evaluate problems, identify the risk, consider alternatives and select the best course of action. Continuously review progress and adjust plans. Situation awareness and management of information: Have an awareness of the aircraft state in its environment; project and anticipate changes. Workload management: Prioritise, delegate and receive assistance to maximise focus on the task. Continuously monitor the flight progress. | GPS failure prior to commencement of approach associated with position drift and a terrain alert | | | | | x | x | x | | X | | | | | DES | | | Cabin crew report of water noise below the forward galley indicating a possible toilet pipe leak, with consequent avionics failures | | | | | x | x | x | | | | | | | CRZ | | | Smoke removal but combined with a diversion until landing is completed. | | x | | | x | x | x | x | X | | | | | GND | | | Apron fuel spilling | | | | | x | x | | x | | | | | | CRZ | | | Important water leak in an aircraft galley | | x | | | x | x | | x | | | | | | ALL | | | A relevant number of cabin crew are wounded or incapacitated. Additionally, the cabin crew wounded or incapacitated are the most competent (e.g. senior [cabin crew member](https://avioverse.aero/glossary/easa/cabin-crew-member)). | | | | | x | x | | x | | | | | | ALL | | | Unruly passenger(s) | | | | | x | | | x | | | | | | GND | | | Passenger oxygen: passenger service unit open and mask falling down | | | | | x | x | | x | | | | | | ALL | | | Passenger with medical problems — medical emergency | | | | | x | | | x | | | | | | CRZ | | | Credible threat reported to the crew. Stowaway or fugitive on board. | | x | | | x | | x | x | | | | | | GND | | | No METAR or TAFOR is available for destination due to industrial action at the destination airport. | x | x | | | x | x | | | | | | | | CRZ | | | Credible bomb threat reported to crew | | x | | | x | | x | x | | | EVAL or SBT | | | CLB DES | | | Credible bomb threat or pressurisation problem, but no quick landing possible (due to weather, terrain or other reasons) | | x | | | x | x | | x | | | | APP | | | Diversion with low remaining fuel or increased fuel flow due to system malfunction | | | x | | | | x | | x | x | | | | APP | | | ACAS warning (resolution advisory) immediately following a go-around, with a descent manoeuvre required. (The RA should be a command for descent when the aircraft is above 1 100 ft AGL.) | | | | x | | | x | x | x | X | | | EVAL or SBT | Compliance | A | ALL | Compliance failure. Consequences of not complying with operating instructions (e.g. SOPs). This is not intended to list example scenario elements, but instructors should ensure that observed non-compliances are taken as learning opportunities throughout the programme. In all modules of the programme, the FSTD should as far as possible be treated like an aircraft, and non-compliances should not be accepted simply for expediency. | Recognise that a compliance failure has occurred. Make a verbal announcement. Take appropriate action if necessary. Restore safe flight path if necessary. Manage consequences. | The following are examples of potential compliance failures and are not intended to be developed as scenarios as part of an EBT mod: 1. Requesting flap beyond limit speed 2. Flaps or slats in the wrong position for phase of flight or approach 3. Omitting an action as part of a procedure 4. Failing to initiate or complete a checklist 5. Using the wrong checklist for the situation | Intentionally blank | | | | | | | | | | EVAL or SBT | Go-around management | A | APP | Any threat or error that can result in circumstances that require a decision to perform a go-around, in addition to the execution of the go-around. Go-around scenarios should be fully developed to encourage effective leadership and teamwork, in addition to problem-solving and decision-making, plus execution using manual aircraft control or the flight management system(s) and automation as applicable. Design should include the element of surprise, and scenario-based go-arounds should not be predictable and anticipated. This topic is completely distinct from the go-around manoeuvre listed in the MT section that is intended only to practise psychomotor skills and a simple application of the procedures. | | Adverse-weather scenario leading to a reactive wind shear warning during approach | x | x | | | | | x | x | | | | | | APP | | | Adverse-weather scenario leading to a predictive wind shear warning during approach or go-around | x | x | | | | | x | x | | | | | | APP | | | Adverse-weather scenario, e.g. thunderstorm activity, heavy precipitation or icing forcing decision at or close to DA/MDA | x | | | | | x | x | x | | | | | | APP | | | DA with visual reference in heavy precipitation with doubt about the runway surface braking capability | x | | | | | x | x | x | | | | | | APP | | | Adverse-wind scenario resulting in increasing tailwind below DA (not reported) | | x | | x | | x | | | | | | | | APP | | | Adverse-wind scenario including strong gusts and/or crosswind out of limits below DA (not reported) | | x | | x | | x | | | | | | | | APP | | | Adverse-wind scenario including strong gusts and/or crosswind out of limits below 15 m (50 ft) (not reported) | | x | | x | | x | | | | | | | | APP | | | Lost or difficult communications resulting in no approach clearance prior to commencement of approach or final descent | x | | x | | | | x | | | | | | | APP | | | Birds: large flocks of birds below DA once visual reference has been established | | | | x | | x | x | | | | | | | APP | | | System malfunction, landing gear malfunction during the approach | | | | | | | | | | | EVAL or SBT | Manual aircraft control | A | CLB CRZ DES APP | Controls the flight path through manual control | Demonstrate manual aircraft control skills with smoothness and accuracy as appropriate to the situation. Detect deviations through instrument scanning. Maintain spare mental capacity during manual aircraft control. Maintain the aircraft within the normal flight envelope. Apply knowledge of the relationship between aircraft attitude, speed and thrust. | Flight with unreliable airspeed, which may or may not be recoverable | x | | | x | | | x | | X | | | | | CLB CRZ DES APP | | | Alternate flight control modes according to malfunction characteristics | x | | | x | | | | x | X | | | | | CLB CRZ DES APP | | | ACAS warning (resolution advisory) requires the pilot to descend or ATC calls for immediate descent (preferably during climb which requires a significant change in aircraft attitude) | x | x | | x | | | | | | | | | | | ACAS warning (resolution advisory) requires the pilot to climb or ATC calls for immediate climb (preferably during descent which requires a significant change in aircraft attitude). | | | x | x | | x | | | | | | | | | | DES | | | TAWS warning when deviating from planned descent routing, requiring immediate response | x | | | x | x | | | | | | EVAL or SBT | | | TO | | | Scenario immediately after take-off which requires an immediate and overweight landing | | | x | x | x | x | | | | | | TO | | | Adverse wind, crosswinds with or without strong gusts on take-off | | | x | | | x | | | | | | | | TO | | | Adverse weather, wind shear, wind shear encounter during take-off, with or without reactive warnings | | | x | | | x | | | x | | | | | TO | | | Engine failure during initial climb, typically 30-60 m (100-200 ft) (autopilot off) | | | x | x | | x | | | | x | | | | CRZ | | | Wind shear encounter scenario during cruise, significant and rapid change in wind speed or down/updrafts, without wind shear warning | | | x | | x | | | x | x | x | | | | APP | | | Adverse weather, wind shear, wind shear encounter with or without warning during approach | | | x | | x | x | | | x | | | | | APP | | | Adverse weather, deterioration in visibility or [cloud base](https://avioverse.aero/glossary/easa/cloud-base), or adverse wind, requiring a go-around from visual [circling](https://avioverse.aero/glossary/easa/circling) approach, during the visual segment | | | x | x | x | x | | x | x | x | | | | APP | | | Interception of the glide slope from above (correlation with unstable approach training) | | | | | x | | | | x | x | | | | APP LDG | | | Adverse wind, crosswinds with or without strong gusts on approach, final approach and landing (within and beyond limits) | | | x | | | x | | x | | | | | | APP LDG | | | Adverse weather, adverse wind, approach and landing in demanding weather conditions, e.g. turbulence, up and downdrafts, gusts and crosswinds including shifting wind directions | | | | | | x | | x | x | | | | | APP LDG | | | Circling approach manually flown at [night](https://avioverse.aero/glossary/easa/night) in minimum in-flight visibility to ensure ground reference, minimum environmental lighting and no glide slope guidance lights | | | X | | | X | | | X | X | | | | APP LDG | | | Runway incursion during approach, which can be triggered by ATC at various altitudes or by visual contact during the landing phase | | | x | | | x | | | x | | | | | LDG | | | Adverse wind, visibility, type-specific, special consideration for long-bodied aircraft, landing in minimum visibility for visual reference, with crosswind | | | x | x | | x | | | x | | | | | LDG | | | System malfunction, auto flight failure at DA during a low-visibility approach requiring a go-around flown manually | | | x | | x | x | | | x | | | | | APP LDG | | | Approach planned autoland, followed by a failure below 1 000 ft requiring a manual go-around and an immediate landing due to fuel shortage | | | x | | x | | x | | x | | | | | TO | | | [In-seat instruction](https://avioverse.aero/glossary/easa/in-seat-instruction): Insufficient engine failure recovery, forcing the pilot monitoring to take over the flight controls | | | | x | | x | | | x | x | | | | APP LDG | | | In-seat instruction: Unstable approach on short final or long landing, forcing the pilot monitoring to take over the flight controls | | | | x | | x | | | x | x | | | EVAL or SBT | Monitoring, cross-checking, error management, mismanaged aircraft state | A | ALL | The scenarios should be realistic and relevant, and should be used for the purpose of demonstration and reinforcement of effective monitoring. Modules in the FSTD should be treated like those in an aircraft so that trainees have the opportunity to develop the competency with the practice of the right techniques and attitudes related to these topics through pilot performance, and that instructors have the opportunity to assess and train these topics in a realistic environment. As shown by the EBT data report, these topics are of key importance to improve safety in operations. In addition, the operator may also use these topics to develop scripted role-playing scenarios in the form of ISI. These scenarios cater for the need to monitor flight path excursions from the instructor pilot (PF), detect errors and make appropriate interventions, either verbally or by taking control as applicable. Demonstration scenarios may also be used. Demonstrated role-play should contain realistic and not gross errors, leading at times to a mismanaged aircraft state, which can also be combined with upset management training. | Recognise mismanaged aircraft state. Observe the pilot’s behaviour: how the pilot is mitigating errors, performing cross-checking, monitoring performance and dealing with a mismanaged aircraft state, in order to ensure that observed deviations, errors and mistakes are taken as learning opportunities throughout the programme. Monitor flight path excursions. Detect errors and threats through proper cross-checking performance. Make appropriate interventions either verbally or by taking control if applicable. Take appropriate action if necessary. Restore the desired aircraft state. Identify and manage consequences. | Deviations from the flight path, in pitch attitude, speed, altitude, bank angle | | x | | | | | x | | | | | | | ALL | | | In-seat instruction: Simple automation errors (e.g. incorrect mode selection, attempted engagement without the necessary conditions, entering wrong altitude or speed, failure to execute the desired mode) culminating in a need for direct intervention from the pilot monitoring, and where necessary taking control. | | x | | | | | x | | | | | | | APP | | | In-seat instruction: Unstable approach or speed/path/vertical rate not congruent with the required state for the given flight condition | x | x | | | | | x | x | | | | | | LDG | | | In-seat instruction: Demonstration exercise — recovery from bounced landing, adverse wind, strong gusts during landing phase, resulting in a bounce and necessitating recovery action from the pilot monitoring | x | | | x | | | x | | | | | Unstable approach | A | DES APP | Reinforce stabilised approach philosophy and adherence to defined parameters. Encourage go-arounds when crews are outside these parameters. Develop and sustain competencies related to the management of high-energy situations. | | ATC or terrain-related environment creating a high-energy descent with the need to capture the optimum profile to complete the approach in a stabilised configuration | x | | x | | | | x | | | | | | | DES APP | | | ATC or terrain-related environment creating a high-energy descent leading to unstable conditions and requiring a go-around | x | | x | | | | x | | | | | | | APP | | | Approach and landing in demanding weather conditions, e.g. turbulence, up and downdrafts, gusts and crosswinds including shifting wind directions | | | | x | | x | x | | | | | | | APP | | | Increasing tailwind on final approach (not reported) | x | x | | | | x | x | | | | | | | APP LDG | | | Crosswinds with or without strong gusts on approach, final approach and landing (within and beyond limits) | x | | | x | | x | | | | | Assessment and training topic | | Frequency | Flight phase activation | Description (includes type of topic, being threat, error or focus) | Desired outcome (includes performance criteria OR training outcome) | Guidance material (GM) Example scenario elements | PRO | COM | FPA | FPM | LTW | PSD | SAW | WLM | KNO | | -------------------------------------------------------------------------------------------------------------------------------------------------- | ------------------------- | --------- | ----------------------- | --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ------------------- | --- | --- | --- | --- | --- | --- | --- | --- | | Section 5 — UPRT training topic with frequency (B). Evaluation phase, manoeuvres training phase or scenario-based training phase (EVAL, MT or SBT) | | | | | | | | | | | | | | | | | EVAL, MT or SBT | Upset prevention training | B | N/A | Compliance with AMC1 or AMC2 to ORO.FC.220&230 Include upset prevention elements in Table 1 for the recurrent training programme in at least every cycle, such that all the elements are covered over a period not exceeding 3 years. The elements are numbered with letters from A to I in Table 1 of AMC1 ORO.FC.220&230. Each element is made up of several numbered components. According to the principles of EBT, covering one component should satisfy the requirement to cover the whole element of recognising and preventing the development of upset conditions. | Early recognition and prevention of upset conditions. When the differences between LHS and RHS are not significant in the handling of the aircraft, UPRT may be conducted in either seat. | See Table 1 of AMC1 ORO.FC.220&230: Elements and respective components of upset prevention training. | Intentionally blank | | | | | | | | | | | | | CRZ | | | Demonstration of the defined normal flight envelope and any associated changes in flight instruments, flight director systems, and protection systems. This should take the form of an instructor-led exercise to show the crew the points beyond which an upset condition could exist. | | | x | | | | | x | x | | | | | TO APP | | | Severe wind shear or wake turbulence during take-off or approach | | | x | x | | x | x | | | | | | | CRZ | | | As applicable and relevant to the aircraft type, demonstration at a suitable intermediate level, with turbulence as appropriate; practise steep turns and note the relationship between bank angle, pitch and stalling speed | | | | x | | | x | | x | | | | | CRZ | | | At the maximum cruise flight level for the current aircraft weight, turbulence to trigger overspeed conditions (if FSTD capability exists, consider use of the vertical wind component to add realism) | x | | x | x | | | x | | | | | | | CRZ | | | At the maximum cruise flight level for the current aircraft weight, turbulence and significant temperature rise to trigger low-speed conditions (if FSTD capability exists, consider use of the vertical wind component to add realism) | | | x | x | | | x | | X | | | | | CRZ | | | High-altitude loss of reliable airspeed | x | x | | x | | | x | x | | | | | | CRZ | | | High-altitude ACAS RA (where the RA is required to be flown in manual flight) | x | | | x | | | x | x | | | Assessment and training topic | | Frequency | Flight phase activation | Description (includes type of topic, being threat, error or focus) | Desired outcome (includes performance criteria OR training outcome) | Guidance material (GM) Example scenario elements | | PRO | | COM | | FPA | | FPM | | LTW | | PSD | | SAW | | WLM | KNO | | ------------------------------------------------------------------------------------------------------------------------------------- | ------------------------------------------------------------ | --------- | ----------------------- | -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ------------------------------------------------ | -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | --- | ------------------- | --- | - | --- | - | --- | - | --- | - | --- | - | --- | - | --- | --- | | Section 6 — Training topics with frequency (B) in alphabetical order. Evaluation phase or scenario-based training phase (EVAL or SBT) | | | | | | | | | | | | | | | | | | | | | | | | | EVAL or SBT | Adverse wind | B | TO | Adverse wind/crosswind. This includes tailwind but not ATC mis-reporting of the actual wind. | Recognise adverse-wind conditions. Observe limitations. Apply the appropriate procedures. Maintain directional control and safe flight path. | | Take-off with different crosswind/tailwind/gust conditions | | | | | | | | | | | | x | | | x | | | | | | TO | | | | Take-off with unreported tailwind | | | | x | | | | | | x | | | | | | | | | | | TO | | | | Crosswinds with or without strong gusts on take-off | | x | | | | | | x | | | | | | | | | | | | | APP | | | | Wind exceeding limits on final approach (not reported) | | x | | x | | | | | | | | x | | x | | | | | | | APP | | | | Wind exceeding limits on final approach (reported) in manual aircraft control | | x | | x | | | | x | | | | x | | | | | | | | | APP | | | | Increasing tailwind on final approach (not reported) | | x | | x | | | | | | | | x | | x | | | | | | | APP | | | | Approach and landing in demanding weather conditions, e.g. turbulence, up and downdrafts, gusts and crosswind including shifting wind directions | | | | | | | | x | | | | x | | x | | | | | | | APP | | | | Adverse-wind scenario resulting in increasing tailwind below DA (not reported) | | | | x | | | | x | | | | x | | | | | | | | | APP | | | | Adverse-wind scenario including strong gusts and/or crosswind out of limits below DA (not reported) | | | | x | | | | x | | | | x | | | | | | | | | APP | | | | Adverse-wind scenario including strong gusts and/or crosswind out of limits below 15 m (50 ft) (not reported) | | | | x | | | | x | | | | x | | | | | | | | | APP LDG | | | | Crosswind with or without strong gusts on approach, final approach and landing (within and beyond limits) | | x | | | | | | x | | | | x | | | | | | EVAL or SBT | Aircraft system malfunctions, including operations under MEL | B | ALL | Any internal failure(s) apparent or not apparent to the crew Any item cleared by the MEL but having an impact upon flight operations — for instance, thrust reverser locked. Malfunctions to be considered should have one or more of the following characteristics: Immediacy Complexity Degradation of aircraft control Loss of primary instrumentation Management of consequences The operator should vary malfunctions for each characteristic over the EBT cycle. Unless specified otherwise in the operational suitability data, at least one malfunction with each characteristic should be included in every cycle. Combining characteristics should not reduce the number of malfunctions below seven for each cycle. For each [crew member](https://avioverse.aero/glossary/easa/crew-member), the characteristics of degraded control and loss of instrumentation should be in the role of pilot flying and the others may be in the role of pilot flying or pilot monitoring. For full details, see the malfunction equivalency methodology. | Recognise system malfunction. Take appropriate action including correct stop/go decision. Apply the appropriate procedure correctly. Maintain aircraft control. Manage consequences. Apply crew operating procedures where necessary. Respond appropriately to additional system abnormalities associated with MEL dispatch. | | (i) System malfunctions that require immediate and urgent crew intervention or decision, e.g. fire, smoke, loss of pressurisation at high altitude, failures during take-off, brake failure during landing. (ii) System malfunctions that require complex procedures, e.g. multiple hydraulic system failures, smoke and fumes procedures, major electrical system failure. (iii) System malfunctions that result in significant degradation of flight controls in combination with abnormal handling characteristics, e.g. jammed flight controls, certain degradation of FBW control, jammed horizontal stabiliser; flaps and/or slats locked; other malfunctions that result in degraded flight controls. (iv) System failures that require monitoring and management of the flight path using degraded or alternative displays, unreliable primary flight path information, unreliable airspeed, e.g. flight with unreliable airspeed (v) System failures that require extensive management of their consequences (independent of operation or environment), e.g. fuel leak. | | Intentionally blank | | | | | | | | | | | | | | | | | | | TO | | | | MEL items with crew operating procedures applicable during take-off | | | | | | | | | | | | x | | | | X | | | | | TO | | | | Response to an additional factor that is affected by an MEL item (e.g. system failure, runway state) | | | | x | | | | x | | | | x | | | | X | | | | | GND | | | | Malfunction during preflight preparation and prior to departure | | x | | | | | | | | | | x | | x | | | | | | | CLB | | | | Malfunction after departure | | x | | | | | | | | | | x | | x | | X | | | | | ALL | | | | Malfunctions that require immediate attention (e.g. bleed fault during engine start, hydraulic failure during taxi) | | x | | | | | | | | x | | | | | x | | | | | | CLB CRZ | | | | Fuel leak (management of consequences) | | x | | | | | | | | x | | | | x | | X | | | | | TO | | | | Malfunction on take-off high speed below V1 | | x | | | | | | | | x | | x | | | | | | | | | TO | | | | Malfunction on take-off high speed above V1 | | x | | | | | | | | | | x | | | | | | | | | GND | | | | During taxi to the runway, a spurious brake temperature announcement. The crew had the correct brake temperature moments before the failure. | | | | | | | | | | X | | X | | X | | | | | | | TO | | | | Tyre failure during take-off | | | | | | | | | | x | | x | | | x | | | | | | TO | | | | Malfunction on initial climb | | x | | | | | | | | | | x | | | | | | | | | APP | | | | Malfunction on approach | | x | | | | | | | | | | x | | | x | | | | | | APP | | | | Malfunction on go-around | | x | | | | | | | | | | x | | | x | | | | | | LDG | | | | Malfunction during landing | | x | | x | | | | x | | | | x | | x | | | | EVAL or SBT | Aircraft system management | B | N/A | Normal system operation according to defined instructions | This is not considered as a stand-alone topic. It is linked with the topic ‘compliance’. Where a system is not managed according to normal or defined procedures, this is determined as a non-compliance. | | See ‘compliance’ topic above. There are no defined scenarios, but the instructor should focus on learning opportunities when system management non-compliances manifest themselves during other scenarios. Underpinning knowledge of systems and their interactions should be developed and challenged, and not merely the application of normal procedures. | | Intentionally blank | | | | | | | | | | | | | | X | | | | | CRZ APP LDG | | | | Minimum fuel, caused by extended delays, weather, etc. where the crew would need to manage a minimum fuel situation. | | | | | | | | | | x | | x | | x | x | | | | Approach, visibility close to minimum | B | APP | Any situation where visibility becomes a threat | Recognise actual conditions. Observe aircraft and/or procedural limitations. Apply the appropriate procedures if applicable. Maintain directional control and safe flight path. | | Approach in poor visibility | | x | | | | x | | x | | | | | | | x | | | | | | APP | | | | Approach in poor visibility with deteriorations necessitating a decision to perform a go-around | | x | | | | x | | x | | | | | | | | | | | | | LDG | | | | Landing in poor visibility | | | | | | | | x | | | | x | | x | | | | | Landing | B | LDG | Pilots should have opportunities to practise landings in demanding situations at the defined frequency. Data indicates that landing problems have their roots in a variety of factors, including inappropriate decision-making, in addition to manual aircraft control skills if difficult environmental conditions exist. The purpose of this item is to ensure that pilots are exposed to this during the programme. | Landing in demanding environmental conditions, with malfunctions as appropriate | | This topic should be combined with the adverse-weather topic, aircraft system malfunctions topic or any topic that can provide exposure to a landing in demanding conditions. | | Intentionally blank | | | | | | | | | | | | | | | | Assessment and training topic | | Frequency | Flight phase activation | Description (includes type of topic, being threat, error or focus) | Desired outcome (includes performance criteria OR training outcome) | Guidance material (GM) Example scenario elements | PRO | COM | FPA | FPM | LTW | PSD | SAW | WLM | KNO | | ----------------------------- | --------------------------------------- | --------- | ----------------------- | --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ------------------------------------------------------------------------------------ | ------------------- | --- | --- | --- | --- | --- | --- | --- | --- | | EVAL or SBT | Surprise | B | ALL | The data analysed during the development of the EBT concept indicated substantial difficulties encountered by crews when faced with a threat or error, which was a surprise or an unexpected event. The element of surprise should be distinguished from what is sometimes referred to as the ‘startle factor’ — the latter being a physiological reaction. Wherever possible, consideration should be given towards variations in the types of scenario, times of occurrences and types of occurrence, so that pilots do not become overly familiar with repetitions of the same scenarios. Variations should be the focus of EBT programme design, and not left to the discretion of individual instructors, in order to preserve programme integrity and fairness. | Exposure to an unexpected event or sequence of events at the defined frequency in order to build resilience. | Rejected take-off | X | | | X | | X | | | | | | | | | | | Intentionally blank | Intentionally blank | | | | | | | | | | EVAL or SBT | Wind shear recovery | B | TO | With or without warnings including predictive. A wind shear scenario is ideally combined with an adverse-weather scenario containing other elements. | Anticipate potential for wind shear. Avoid known wind shear or prepare for suspected wind shear. Recognise wind shear encounter. Take appropriate action. Apply the appropriate procedure correctly. Assure aircraft control. Recognise out of wind shear condition. Maintain or restore a safe flight path. Assess consequential issues and manage outcomes. | Predictive wind shear warning during take-off | | | | | x | x | | | | | | | | TO | | | Wind shear encounter during take-off | x | | | | x | x | | | | | | | | TO | | | Wind shear encounter after [rotation](https://avioverse.aero/glossary/easa/rotation) | | | | | | x | | x | | | | | | TO | | | Predictive wind shear after rotation | | | | | x | x | | | | | | | | APP | | | Predictive wind shear during approach | x | | | | x | x | | | | | | | | APP | | | Wind shear encounter during go-around | x | | | | x | x | | x | | | | | | APP | | | Wind shear encounter during approach | x | | | | x | x | | | | | EVAL or SBT | Workload, distraction, pressure, stress | B | ALL | This is not considered a topic for specific attention on its own, but more as a reminder to programme developers to ensure that pilots are exposed to immersive training scenarios which expose them to manageable high workload and distractions during the course of the EBT programme, at the defined frequency. | Manage available resources efficiently to prioritise and perform tasks in a timely manner under all circumstances | Intentionally blank | Intentionally blank | | | | | | | | | | Assessment and training topic | | Frequency | Flight phase activation | Description (includes type of topic, being threat, error or focus) | Desired outcome (includes performance criteria OR training outcome) | Guidance material (GM) Example scenario elements | | PRO | COM | FPA | FPM | LTW | PSD | SAW | WLM | KNO | | ----------------------------------------------------------------------------------------------------------------------------------------- | -------------- | --------- | ----------------------- | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ------------------- | --- | --- | --- | --- | --- | --- | --- | --- | | Section 7 — UPRT Upset recovery training topic with frequency (C). Manoeuvres training phase or scenario-based training phase (MT or SBT) | | | | | | | | | | | | | | | | | | MT or SBT | Upset recovery | C | N/A | Compliance with AMC1 or AMC2 to ORO.FC.220&230 Include the recovery exercises in Table 2 of AMC1 ORO.FC.220&230 for the recurrent training programme, such that all the exercises are covered over a period not exceeding 3 years. According to the principles of EBT, covering one component should satisfy the requirement to cover the whole element of recovery from developed upsets. The same principles apply to the exercises of components 2, 3 and 4 where one exercise may satisfy the requirement to cover the whole component. An [aeroplane](https://avioverse.aero/glossary/easa/aeroplane) upset is defined as an undesired aeroplane state in flight characterised by unintentional divergences from parameters normally experienced during line operations or training. An aeroplane upset may involve pitch and/or bank angle divergences as well as inappropriate airspeeds for the conditions. | Recognise upset condition. Make timely and appropriate intervention. Take appropriate action. Assure timely and appropriate intervention. (AMC1 ORO.FC.220&230 Table 2 component 1) Assure aircraft control. Maintain or restore a safe flight path. Assess consequential issues. Manage outcomes. Consolidate the summary of aeroplane recovery techniques. (AMC1 ORO.FC.220&230 Table 2 component 5) Note: The operator should assess if the exercises should be practised for the either seat qualification. | The example scenario elements may be done in ISI, as non-ISI or a combination of both. If done in ISI: The instructor should position the aircraft within but close to the edge of the validated training envelope before handing control to the trainee to demonstrate the restoration of normal flight. Careful consideration should be given to flying within the validated training envelope. | | Intentionally blank | | | | | | | | | | | | | | | | Table 2 of AMC1 ORO.FC.220&230: Exercises for upset recovery training | | | | | | | | | | | | | | | | | | A. | Recovery from developed upsets | | | | | | | | | | | | | | CLB DES | | | 2. | Recovery from stall events in the following configurations: take-off configuration, clean configuration low altitude, clean configuration near maximum operating altitude, and landing configuration during the approach phase. | x | | | x | | | x | x | | | | | | CRZ | | | 3. | Recovery from nose high at various bank angles | x | | | x | | | x | x | | | | | | CRZ | | | 4. | Recovery from nose low at various bank angles | x | | | x | | | x | x | | | | | | CRZ | | | | | | | | | | | | | | | | | | APP | | | Demonstration at a normal cruising altitude. Set conditions and disable aircraft systems as necessary to enable trainee to perform stall recovery according to OEM instructions. | | x | | | x | | | x | | | | | | | CLB DES | | | Demonstration at an intermediate altitude during early stages of the approach. Set conditions and disable aircraft systems as necessary to enable trainee to perform stall recovery according to OEM instructions. | | x | | | x | | | x | | | | | | | | Recovery from a wake turbulence position with high-bank angle | | | | x | | x | x | | | x | | | | Assessment and training topic | | Frequency | Flight phase activation | Description (includes type of topic, being threat, error or focus) | Desired outcome (includes performance criteria OR training outcome) | Guidance material (GM) Example scenario elements | PRO | COM | FPA | FPM | LTW | PSD | SAW | WLM | KNO | | ------------------------------------------------------------------------------------------------------------------------------------- | ------------------------- | --------- | ----------------------- | ----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ---------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ------------------------------------------------------------------------------------------------------------------------------------------------ | --- | --- | --- | --- | --- | --- | --- | --- | --- | | Section 8 — Training topics with frequency (C) in alphabetical order. Evaluation phase or scenario-based training phase (EVAL or SBT) | | | | | | | | | | | | | | | | | EVAL or SBT | ATC | C | ALL | ATC error. Omission, miscommunication, garbled, poor quality transmission. All these act as distractions to be managed by the crew. The scenarios should be combined, where possible, with others of the same or higher weighting, the principal reason being to create distractions. | Respond to communications appropriately. Recognise, clarify and resolve any ambiguities. Refuse or question unsafe instructions. Use standard phraseology whenever possible. | ATC role-play: the instructor provides scripted instructions, as a distraction to the crew | x | x | | | x | | | | | | | | | ALL | | | Controller error, provided by the instructor according to a defined scripted scenario | x | x | | | | x | x | | | | | | | ALL | | | Frequency congestion, with multiple aircraft using the same frequency | | x | | | | | | | | | | | | APP | | | Destination temporarily closed | | | | | x | x | x | x | | | | | | CRZ | | | Rescue and firefighting services (RFFS) level reduction at destination | | x | | | x | | x | | | | | | | APP | | | Runway change before the interception of the localiser or similar navigation aid in azimuth | | | x | | x | | x | x | | | | | | GND/TO | | | Stray dogs at the opposite threshold runway | | x | | | x | | x | | | | | | | ALL | | | Poor quality transmissions | | x | | | | | | | | | EVAL or SBT | Engine failure | C | TO | Any engine failure or malfunction, which causes loss or degradation of thrust that affects performance. This is distinct from the engine-out manoeuvres described in the MT section above, which are intended only to practise psychomotor skills and reinforce procedures to manage engine failures. | Recognise engine failure. Take appropriate action. Apply the appropriate procedure correctly. Maintain aircraft control. Manage consequences. | Engine failure or engine malfunction on take-off low speed | x | | | x | | x | | x | | | | | | TO | | | Engine failure or engine malfunction on take-off high speed below V1 | x | | | x | | x | | x | | | | | | TO | | | Engine failure or engine malfunction on take-off above V1 | x | | | | | x | x | x | | | | | | TO | | | Engine failure or engine malfunction on initial climb | x | | | | | x | x | | | | | | | APP | | | Engine malfunction | x | | | | | x | | x | | | | | | CRZ | | | Engine failure in cruise (with autopilot) | x | | x | | | | x | | | | | | | CRZ | | | Multiple engine failure in CRZ (volcanic ash, recoverable). Competency FPM may or may not be included depending on the impact on the automation. | | | | | x | x | x | x | | | | | | LDG | | | Engine failure or engine malfunction on landing | | | | x | | | | | | | EVAL or SBT | Fire and smoke management | C | GND | This includes engine, electric, pneumatic, cargo fire, smoke or fumes. | Recognise fire, smoke or fumes. Take appropriate action. Apply the appropriate procedure correctly. Maintain aircraft control. Manage consequences. | Fire in cargo or cabin/cockpit at gate | x | x | | | | x | | x | | | | | | GND | | | Fire during taxi | x | x | | | | x | | x | X | | | | | GND | | | Fire with no cockpit indication | x | x | | | | x | | x | X | | | | | TO | | | Take-off low speed | x | | | x | x | x | | | X | | | | | TO | | | Fire or smoke on take-off high speed below V1 | x | | | x | x | x | | | | | | | | TO | | | Fire or smoke on take-off high speed above V1 | x | | | | x | x | | | | | | | | TO | | | Fire or smoke on Initial climb | x | | | | x | x | | | | | | | | CRZ | | | Cargo compartment fire or avionics compartment fire. | | | | | | x | x | x | | | | | | APP | | | Engine fire in approach (extinguishable) | | x | | | | x | | | | | | | | APP | | | Engine fire in approach (non-extinguishable) | | x | | | x | x | | | | | | | | CLB CRZ DES | | | Lithium battery fire in the cockpit or cabin compartment | x | x | | | x | x | | x | | | | | | APP | | | Flight deck or cabin fire | | x | | | x | x | | | X | | | | | GND | | | Any of the example scenario elements above ending in an evacuation | | x | | | x | x | | x | | | EVAL or SBT | Loss of communications | C | GND | Lost or difficult communications due to either pilot mis-selection or a failure external to the aircraft. This could be for a few seconds or a total loss. | Recognise loss of communications. Take appropriate action. Execute the appropriate procedure as applicable. Use alternative ways to communicate. Manage consequences. | Loss of communications during ground manoeuvring | x | x | | | | | | | | | | | | TO | | | Loss of communications after take-off | x | | | | | x | | | X | | | | | APP | | | Loss of communications during approach phase, including go-around | x | x | | | | x | x | | X | | Assessment and training topic | | Frequency | Flight phase activation | Description (includes type of topic, being threat, error or focus) | Desired outcome (includes performance criteria OR training outcome) | Guidance material (GM) Example scenario elements | PRO | COM | FPA | FPM | LTW | PSD | SAW | WLM | KNO | | ----------------------------- | ------------------------------------------ | --------- | ----------------------- | ---------------------------------------------------------------------------------------------------------------------------------------------------- | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------ | ------------------- | --- | --- | --- | --- | --- | --- | --- | --- | | EVAL or SBT | Managing loading, fuel, performance errors | C | ALL | A calculation error by one or more pilots, or someone involved with the process, or the process itself, e.g. incorrect information on the load sheet | Anticipate the potential for errors in load/fuel/performance data. Recognise inconsistencies. Manage/avoid distractions. Make changes to paperwork/aircraft system(s) to eliminate error. Identify and manage consequences. | This can be a demonstrated error, in that the crew may be instructed to deliberately insert incorrect data — for example, to take off from an intersection with full-length performance information. The crew will be asked to intervene when acceleration is sensed to be lower than normal, and this may be part of the operator procedures, especially when operating mixed fleets with considerable variations in MTOM. | x | x | | | | | | x | | | | | | TO | | | Wind report with take-off clearance not consistent with prior performance calculation. ATC, cabin crew or other people are pushing crew to take off quickly. | x | | | | x | | x | x | | | | | | GND | | | Environmental change during taxi (e.g. heavy rain) not consistent with prior take-off performance calculation | | | | | | | x | x | | | | | | GND | | | Fuel ground staff on industrial action. Only limited amount of fuel available, which is below the calculated fuel for the flight | | | | | x | x | x | x | | | | | | GND | | | Advise crew that there is a change of the load sheet figures during taxi to the runway. The crew may have limited time due to a calculated take-off time (CTOT) — ATC slot. | x | | | | | | | x | | | | | | GND | | | Braking action reported ‘medium’. The information is transmitted just before take-off. The flight is subject to a CTOT — ATC slot. | | | | | x | | x | x | | | EVAL or SBT | Navigation | C | GND | External NAV failure. Loss of GPS satellite, ANP exceeding RNP, loss of external NAV source(s) | Recognise a NAV degradation. Take appropriate action. Execute the appropriate procedure as applicable. Use alternative NAV guidance. Manage consequences. | External failure or a combination of external failures degrading aircraft navigation performance on ground | x | | x | | | x | x | | | | | | | TO CLB APP LDG | | | External failure or a combination of external failures degrading aircraft navigation performance in flight | | x | | | x | x | x | | | | | | | GND | | | Standard initial departure change during taxi. The flight may be subject to a CTOT — ATC slot. | | | | | x | | x | x | | | | | | APP | | | Loss of runway lighting below decision height | | x | | | | x | x | | | | | | | CRZ | | | No fly zone: when the crew changes control frequency, the new ATCO informs the crew that they are flying over an unannounced ‘no fly zone’ that is not included in the NOTAMs. (To trigger such an event, the context may be as follows: an unexpected military conflict in the territory the aircraft is flying over or the crew is forced to re-route in flight and the new route flies over a city that has an important event such the Olympic games, a G20/G7 submit, or the route is flying near a space rocket launch close to the time of the launch, like the Guiana Space Centre, Cape Cañaveral, etc.). | | | | | x | x | x | | | | | Operationsor type-specific | C | ALL | Intentionally blank | Intentionally blank | Intentionally blank | Intentionally blank | | | | | | | | | | | Operations of special airport approval | C | APP LDG | See equivalency of approaches relevant to operations. | The operator should comply with the national qualification requirements published in the AIP. | Intentionally blank | Intentionally blank | | | | | | | | | | EVAL or SBT | Pilot incapacitation | C | TO | Consequences for the non-incapacitated pilot | Recognise incapacitation. Take appropriate action including correct stop/go decision. Apply the appropriate procedure correctly. Maintain aircraft control. Manage consequences. | During take-off | x | x | | | x | x | | | X | | | | | APP | | | During approach | x | | | x | | | | x | X | | | Runway or taxiway condition | C | GND TO LDG | Contamination or surface quality of the runway, taxiway, or tarmac including foreign objects | Recognise hazardous runway condition. Observe limitations. Take appropriate action. Apply the appropriate procedures correctly. Assure aircraft control. | Planned anticipated hazardous conditions with dispatch information provided to facilitate planning and execution of appropriate procedures | | | | | | x | | | X | | | | | GND TO LDG | | | Unanticipated hazardous conditions, e.g. unexpected heavy rain resulting in flooded runway surface | | x | | | x | x | | | | | | | | TO | | | Take-off on runway with reduced cleared width due to snow | x | | | x | x | | x | | | | | | | TO | | | Stop/go decision in hazardous conditions | | | | | x | x | | x | | | EVAL or SBT | Terrain | C | ALL | Alert, warning, or conflict | Anticipate terrain threats. Prepare for terrain threats. Recognise unsafe terrain clearance. Take appropriate action. Apply the appropriate procedures correctly. Maintain aircraft control. Restore safe flight path. Manage consequences. | ATC clearance giving insufficient terrain clearance | x | x | | | x | | | | X | | | | | ALL | | | Demonstration of terrain avoidance warning systems (TAWS) (this scenario element may be done in an ISI.) | | | | | | x | x | x | | | | | | TO CLB | | | Engine failure where performance is marginal leading to TAWS warning | | x | | x | | | | x | | | | | | DES APP | | | ATC provides a wrong QNH | | x | | | | | x | | | | | | | DES | | | ‘Virtual mountain’ refers to the surprise element of an unexpected warning. Care should be exercised in creating a level of realism, so this can best be achieved by an unusual and unexpected change of route during the descent. | | | | | | x | x | x | | | | Traffic | C | CLB CRZ DES | Traffic conflict. ACAS RA or TA, or visual observation of conflict, which requires evasive manoeuvring | Anticipate potential loss of separation. Recognise loss of separation. Take appropriate action. Apply the appropriate procedure correctly. Maintain aircraft control. Manage consequences. | ACAS warning that requires crew intervention | | x | | | | x | x | x | | | | | | | | | Dilemma: Visual acquisition of conflicting traffic followed by an ACAS warning (resolution advisory) triggered by the same or other traffic. Even if the traffic is in sight, the pilot should follow the RA. | x | | x | x | | | | | | | | | | | | | While in descent, ACAS warning (traffic advisory) of an aircraft below. The crew should not initiate an avoidance manoeuvre based on TA (except decreasing the rate of descent unless otherwise instructed by ATC, etc.). This example scenario can be done during climb with conflicting traffic above. | x | | | | x | x | | | | END GEN3 JET AMC · AMC3 ORO.FC.232 — Regulation (EU) No 965/2012 · ED Decision 2022/014/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026 AMC Acceptable means of compliance ## AMC4 ORO.FC.232 EBT programme assessment and training topics GENERATION 3 (TURBOPROP) — TABLE OF ASSESSMENT AND TRAINING TOPICS | Assessment and training topic | | Frequency | Description (includes type of topic, being threat, error or focus) | Desired outcome (includes performance criteria OR training outcome) | Flight phase activation | | Guidance material (GM) Example scenario elements | PRO | COM | FPA | | FPM | LTW | PSD | SAW | WLM | KNO | | ----------------------------------------------------------------------------------------------------------------------------- | --------------------------------------------------------------------------------- | --------- | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------ | ---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ----------------------- | --- | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ----------------------------------------------------------------- | --- | --- | - | --- | --- | --- | --- | --- | --- | | Generation 3 Turboprop — Recurrent assessment and training matrix | | | | | | | | [Competency](https://avioverse.aero/glossary/easa/competency) map | | | | | | | | | | | Section 1 — Skill retention. [Manoeuvres training phase](https://avioverse.aero/glossary/easa/manoeuvres-training-phase) (MT) | | | | | | | | | | | | | | | | | | | MT | Rejected take-off | A | Rejected take-off after the application of takeoff thrust and before reaching [V1](https://avioverse.aero/glossary/easa/v1) (may be in LVOs or CAT I or above) | Demonstrate manual [aircraft](https://avioverse.aero/glossary/easa/aircraft) control skills with smoothness and accuracy as appropriate to the situation. Detect deviations through instrument scanning. Maintain spare mental capacity during manual aircraft control. Maintain the aircraft within the flight envelope. Apply knowledge of the relationship between aircraft attitude, speed and thrust. | | TO | From initiation of take-off to complete stop (or as applicable to the procedure) | x | | | | x | | | | | | | | Failure of the critical engine between V1 and V2 | A | Failure of the critical engine from V1 and before reaching V2 in the lowest CAT I visibility or in LVO meteorological (MET) conditions. | | | TO | The manoeuvre is complete at a point when the aircraft is stabilised at normal engine-out climb speed with the correct pitch and lateral control, in trim condition and, as applicable, autopilot engagement. Only one failure of the critical engine between V1 and V2 a year may be done in LVO conditions. | x | | | | x | | | | | | | | Failure of one engine on take-off | B | Failure of one engine from V1 and before reaching V2 in the lowest CAT I visibility or in LVO MET conditions. | | | TO | The manoeuvre is complete at a point when the aircraft is stabilised in a clean configuration with engine-out procedures completed. Only one failure of the critical engine between V1 and V2 a year may be done in LVO conditions. | x | | | | x | | | | | | | | | | Failure of one engine above V2 (any segment of the TO) in the lowest CAT I visibility or in LVO MET conditions. | The manoeuvre is complete at a point when the aircraft is stabilised in a clean configuration with engine-out procedures completed. | x | | | | | | x | x | | | | | | | | Emergency descent | C | Initiation of emergency descent from normal cruise altitude | | | CRZ | The manoeuvre is complete once the aircraft is stabilised in emergency descent configuration (and profile). However, if the EBT programme does not include the example scenario element ‘emergency descent’ in the training topic ‘automation management’, the emergency descent procedures should be completed and should not stop once the aircraft is stabilised in emergency descent configuration. | x | | | x | x | | | | | | | | Engine-out approach & landing | A | With the critical engine (if applicable) failed, normal landing | | | LDG | Initiation in a stabilised engine-out configuration from not less than 3 NM final approach, until completion of roll-out | x | | | | x | | | | | | | | Engine-out approach & [go-around](https://avioverse.aero/glossary/easa/go-around) | A | With the critical engine (if applicable) failed, manually flown normal precision approach to DA, followed by a manual go-around — the whole manoeuvre to be flown without visual reference | | | APP | This manoeuvre should be flown from intercept to centreline until acceleration after go-around. The manoeuvre is complete at a point when the aircraft is stabilised at normal engine-out climb speed with the correct pitch and lateral control, in trim condition and, as applicable, autopilot engagement (describe generally the critical part of the manoeuvre). | x | | | | x | | | | | | | | Go-around | A | Go-around, all engines operative | | | APP | High energy, initiation during the approach at 150 to 300 m (500 to 1 000 ft) below the missed approach level-off altitude | x | | | x | x | | | | | | | | | | | Initiation of a go-around from DA followed by visual circuit and landing | x | | | | | | x | x | | | | | | | | | | | During flare/rejected landing | x | | | | | | x | x | | | | | | | | Pilot qualification to operate in either pilot’s seat | B | As per ORO.FC.235 | | | APP | Complete the manoeuvres mandated in ORO.FC.235. | Intentionally left in blank. | | | | | | | | | | | Section 2 — Equivalency of approaches relevant to operations. [Evaluation phase](https://avioverse.aero/glossary/easa/evaluation-phase), manoeuvres training phase or [scenario-based training phase](https://avioverse.aero/glossary/easa/scenario-based-training-phase) (EVAL, MT or SBT) | | | | | | | | | | | | | | | | | | | | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | --------------------------- | - | ---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | --- | -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ---------------------------------------------------- | - | - | - | - | - | - | - | - | - | - | - | | MT | Approach type A or B | B | Approach type A or B flight method 3D | See equivalency of approaches relevant to operations that place an additional demand on a [proficient](https://avioverse.aero/glossary/easa/proficient) crew | APP | | See equivalency of approaches relevant to operations | x | | | x | | x | | | x | | x | | | Approach type A | B | Approach type A flight method 2D | See equivalency of approaches relevant to operations that place an additional demand on a proficient crew | APP | | See equivalency of approaches relevant to operations | x | | | x | | x | | | x | | x | | EVAL or SBT | Approach type A | B | Approach type A flight method 3D or 2D | See equivalency of approaches relevant to operations that place an additional demand on a proficient crew | APP | | See equivalency of approaches relevant to operations | x | | | x | | x | | | x | | x | | | Approach type B | B | Approach type B flight method 3D | See equivalency of approaches relevant to operations that place an additional demand on a proficient crew | APP | | See equivalency of approaches relevant to operations | x | | | x | | x | | | x | | x | | Section 3 — Equivalency of approaches under specific approvals and Take-off under specific approvals. Evaluation phase, manoeuvres training phase or scenario-based training phase (EVAL, MT or SBT) | | | | | | | | | | | | | | | | | | | | MT | SPA approach(es) | B | Approach requiring specific approval | See equivalency of approaches relevant to operations — specific approval | APP | Approaches flown from FAF to landing or go-around | | x | | | | x | x | | | | | | | EVAL or SBT | SPA approach(es) | B | Approach requiring specific approval | See equivalency of approaches relevant to operations — specific approval | APP | Approaches flown from FAF to landing or go-around | | x | | | | x | x | | | | | | | EVAL, MT or SBT | SPA rejected take-off (RTO) | B | Engine failure after the application of take-off thrust and before reaching V1 (in low-visibility MET conditions, preferably in the lowest approved visibility) Low-visibility RTO is not required under Part SPA but instead in Appendix 9 Section 6. Note: AMC1 SPA.LVO.120 point (f) does not require a low-visibility RTO. RTO is required only in the initial LVO course (point (g)(1)(iii) of AMC1 SPA.LVO.120). | Demonstrate manual aircraft control skills with smoothness and accuracy as appropriate to the situation. Detect deviations through instrument scanning. Maintain spare mental capacity during manual aircraft control. Maintain the aircraft within the flight envelope. Apply knowledge of the relationship between aircraft attitude, speed and thrust. | TO | RTO — can be combined with the assessment and training topic ‘surprise’ in EVAL or SBT | | x | | | | | x | | | | | | | VAL, MT or SBT | LVTO | B | Notwithstanding AMC1 SPA.LVO120 point (f)(1) AMC1 SPA.LVO.120 requires SPA manoeuvres in the frequency of the OPC, as OPC is substituted in the EBT programme. Thus, the frequency in EBT is determined in every cycle (B). Low-visibility take-off, preferably in the lowest approved visibility | | TO | The manoeuvre is complete at a point when the aircraft is stabilised at normal climb speed with the correct pitch and lateral control, in trim condition and, as applicable, autopilot engagement. | | x | | | | | x | | | | | | | Assessment and training topic | | Frequency | Flight phase activation | Description (includes type of topic, being threat, error or focus) | Desired outcome (includes performance criteria OR training outcome) | Guidance material (GM) Example scenario elements | PRO | COM | FPA | FPM | LTW | PSD | SAW | WLM | KNO | | ------------------------------------------------------------------------------------------------------------------------------------- | ----------------------------------------------------------------------- | --------- | ----------------------- | --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------ | --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ------------------- | --- | --- | --- | --- | --- | --- | --- | --- | | Generation 3 Turboprop — Recurrent assessment and training matrix | | | | | | | Competency map | | | | | | | | | | Section 4 — Training topics with frequency (A) in alphabetical order. Evaluation phase or scenario-based training phase (EVAL or SBT) | | | | | | | | | | | | | | | | | EVAL or SBT | Adverse weather | A | GND | Thunderstorm, heavy rain, turbulence, ice build-up to include de-icing issues, as well as high-temperature conditions. The proper use of anti-ice and de-icing systems should be included generally in appropriate scenarios. | Anticipate adverse weather. Prepare for suspected adverse weather. Recognise adverse weather. Take appropriate action. Apply the appropriate procedure correctly. Assure aircraft control. | Predictive wind shear warning before take-off, as applicable | x | x | | | | x | | | | | | | | ALL | | | Adverse-weather scenario, e.g. thunderstorm activity, precipitation, icing | | x | | | x | x | | x | | | | | | TO | | | Wind shear encounter during take-off, not predictive | x | | | x | | | x | | x | | | | | TO | | | Predictive wind shear warning during take-off | x | x | | | | x | x | | | | | | | TO | | | Crosswinds with or without strong gusts on take-off | x | | | x | | | | | | | | | | CRZ | | | Turbulence that increases to severe turbulence | | x | | | x | | x | x | | | | | | CRZ | | | Wind shear encounter scenario during cruise | x | | x | | | x | x | x | | | | | | APP | | | Reactive wind shear warning during approach or go-around | x | | x | x | | | x | | | | | | | APP | | | Predictive wind shear warning during approach or go-around | x | x | | | | x | x | | | | | | | APP | | | Thunderstorm encounter during approach or on missed approach | x | | | | | x | x | | | | | | | APP | | | Increasing tailwind on final approach (not reported) | x | x | | | | x | x | | | | | | | APP | | | Approach and landing in demanding weather conditions, e.g. turbulence, up and downdrafts, gusts and crosswinds including shifting wind directions | | | | x | | x | x | | | | | | | APP | | | Non-precision approach in cold-temperature conditions, requiring altitude compensation for temperature, as applicable to the type | x | x | | | | | x | | | | | | | APP LDG | | | Crosswinds with or without strong gusts on approach, final approach and landing (within and beyond limits) | x | | | x | | x | | | | | | | | APP | | | In approach, unexpected braking action ‘good to medium’ reported by the preceding aircraft | | x | | | | x | x | x | | | | | | APP | | | Moderate to severe icing conditions during approach effecting aircraft performance | x | x | | | | x | x | | | | | | | APP | | | Reduced visibility even after acquiring the necessary visual reference during approach, due to rain or fog | x | x | | | | x | | | | | EVAL or SBT | Automation management | A | CLB CRZ DES APP | The purpose of this topic is to encourage and develop effective flight path management through proficient and appropriate use of the flight management system(s), guidance and automation, including transitions between modes, monitoring, mode awareness, vigilance and flexibility needed to change from one mode to another. The means of mitigating errors are included in this topic. The errors are described as mishandled auto flight systems, inappropriate mode selection, mishandled flight management system(s) and inappropriate autopilot usage. | Know how and when to use the flight management system(s), guidance and automation. Demonstrate correct methods for engagement and disengagement of the auto flight system(s). Demonstrate appropriate use of flight guidance, auto thrust and other automation systems. Maintain mode awareness of the auto flight system(s), including engagement and automatic transitions. Revert to different modes when appropriate. Detect deviations from the desired aircraft state (flight path, speed, attitude, thrust, etc.) and take appropriate action. Anticipate mishandled auto flight system. Recognise mishandled auto flight system. Take appropriate action if necessary. Restore correct auto flight state. Identify and manage consequences. | ACAS warning (resolution advisory), recovery and subsequent engagement of automation | x | | x | | | | | | | | | | | ALL | | | FMS tactical programming issues, e.g. step climb, runway changes, late clearances, destination re-programming, executing diversion | x | | x | | | | | | x | | | | | CLB CRZ DES APP | | | Recoveries from TAWS, management of energy state to restore automated flight | x | | x | x | | | | | | | | | | CLB CRZ DES APP | | | Amendments to ATC cleared levels during altitude capture modes to force mode awareness and intervention | x | | x | | | | x | | | | | | | | ACAS warning (resolution advisory to level off) during climb or descent; for example, close to the cleared level when the capture mode has already been activated. | | | x | | x | | | | x | | | | | | | TO | | | Late ATC clearance to an altitude below acceleration altitude | x | | x | | | | x | | | | | | | TO APP | | | Engine-out special terrain procedures | x | | x | | | | x | | | | | | | CRZ | | | Forcing autopilot disconnect followed by re-engagement, recovery from lowor high-speed events in cruise | x | | x | x | | | x | | | | | | | CLB | | | Engine failure during or after initial climb using automation | x | | x | | | | | | | | | | | CRZ | | | Engine failure in cruise to onset of descent using automation | x | | x | | | | | | | | | | | CRZ | | | Emergency descent | x | | x | | | | | | x | | | | | DES APP | | | Managing high-energy descent capturing descent path from above (correlation with unstable approach training) | x | | x | | | | x | | x | | | | | APP | | | No ATC clearance received prior to commencement of approach or final descent | x | | x | | | | x | | | | | | | APP | | | Reactive wind shear and recovery from the consequent high-energy state | x | | x | | | | x | | | | | | | APP | | | Automation fail to capture the approach altitude in descent (e.g. last altitude before the FAP). Ideally, the failure occurs when the workload is high (e.g. configuration of the aircraft for final approach). | | | | | x | x | x | x | | | | | | APP | | | Non-precision or infrequently flown approaches using the maximum available level of automation | x | | x | | | | | | x | | | | | APP | | | Gear malfunction during an approach planned with autoland (including autobrake). Competency FPA may or may not be included depending on the impact of such malfunction on the automation. | | x | | | | x | | x | | | | | | APP | | | ATC clearances to waypoints beyond the programmed descent point for a coded final descent point during an approach utilising a final descent that is commanded by the flight management system | x | | x | | | | x | | x | | EVAL or SBT | Competencies — non-technical (CRM) | A | APP | This encapsulates the general CRM principles and objectives. It includes communication; leadership and teamwork; problem-solving and decision-making; situation awareness and management of information; and workload management. Emphasis should be placed on the development of leadership, shown by EBT data sources to be a highly effective competency in mitigating risk and improving safety through pilot performance. | Exposure to an event or sequence of events to allow the pilot to build awareness of human factors in aviation and the human limitations. This includes the development of the following competencies: Communication: Demonstrate: — effective use of language; — responsiveness to feedback; and — capability to state the plans and resolve ambiguities. Leadership and teamwork: Use appropriate authority to ensure focus on the task. Support others in completing tasks. Problem-solving and decision-making: Detect deviations from the desired state, evaluate problems, identify the risk, consider alternatives and select the best course of action. Continuously review progress and adjust plans. Situation awareness and management of information: Have an awareness of the aircraft state in its environment; project and anticipate changes. Workload management: Prioritise, delegate and receive assistance to maximise focus on the task. Continuously monitor the flight progress. | GPS failure prior to commencement of approach associated with position drift and a terrain alert | | | | | x | x | x | | x | | | | | DES | | | Cabin crew report of water noise below the forward galley indicating a possible toilet pipe leak, with consequent avionics failures | | | | | x | x | x | | | | | | | CRZ | | | Smoke removal but combined with a diversion until landing is completed. | | x | | | x | x | x | x | x | | | | | GND | | | Apron fuel spilling | | | | | x | x | | x | | | | | | CRZ | | | Important water leak in an aircraft galley | | x | | | x | x | | x | | | | | | ALL | | | A relevant number of cabin crew are wounded or incapacitated. Additionally, the cabin crew wounded or incapacitated are the most competent (e.g. senior [cabin crew member](https://avioverse.aero/glossary/easa/cabin-crew-member)). | | | | | x | x | | x | | | | | | ALL | | | Unruly passenger(s) | | | | | x | | | x | | | | | | GND | | | Passenger oxygen: passenger service unit open and mask falling down | | | | | x | x | | x | | | | | | ALL | | | Passenger with medical problems — medical emergency | | | | | x | | | x | | | | | | CRZ | | | Credible threat reported to the crew. Stowaway or fugitive on board. | | x | | | x | | x | x | | | | | | GND | | | No METAR or TAFOR is available for destination due to industrial action at the destination airport | x | x | | | x | x | | | | | | | | CRZ | | | Credible bomb threat reported to crew | | x | | | x | | x | x | | | | | | CLB DES | | | Credible bomb threat or pressurisation problem, but no quick landing possible (due to weather, terrain or other reasons) | | x | | | x | x | | x | | | | | | APP | | | Diversion with low remaining fuel or increased fuel flow due to system malfunction | x | | | | x | | x | x | | | EVAL or SBT | | | APP | | | ACAS warning (resolution advisory) immediately following a go-around, with a descent manoeuvre required. (The RA should be a command for descent when the aircraft is above 1 100 ft AGL.) | | x | | | x | x | x | x | | | EVAL or SBT | Compliance | A | ALL | Compliance failure. Consequences of not complying with operating instructions (e.g. SOPs). This is not intended to list example scenario elements, but instructors should ensure that observed non-compliances are taken as learning opportunities throughout the programme. In all modules of the programme, the FSTD should as far as possible be treated like an aircraft, and non-compliances should not be accepted simply for expediency. | Recognise that a compliance failure has occurred. Make a verbal announcement. Take appropriate action if necessary. Restore safe flight path if necessary. Manage consequences. | The following are examples of potential compliance failures and are not intended to be developed as scenarios as part of an [EBT module](https://avioverse.aero/glossary/easa/ebt-module): 1. Requesting flap beyond limit speed 2. Flaps or slats in the wrong position for phase of flight or approach 3. Omitting an action as part of a procedure 4. Failing to initiate or complete a checklist 5. Using the wrong checklist for the situation | Intentionally blank | | | | | | | | | | EVAL or SBT | Go-around management | A | APP | Any threat or error that can result in circumstances that require a decision to perform a go-around, in addition to the execution of the go-around. Go-around scenarios should be fully developed to encourage effective leadership and teamwork, in addition to problem-solving and decision-making, plus execution using manual aircraft control or the flight management system(s) and automation as applicable. Design should include the element of surprise, and scenario-based go-arounds should not be predictable and anticipated. This topic is completely distinct from the go-around manoeuvre listed in the MT section that is intended only to practise psychomotor skills and a simple application of the procedures. | | Adverse-weather scenario leading to a reactive wind shear warning during approach | x | x | | | | | x | x | | | | | | APP | | | Adverse-weather scenario leading to a predictive wind shear warning during approach or go-around | x | x | | | | | x | x | | | | | | APP | | | Adverse-weather scenario, e.g. thunderstorm activity, heavy precipitation or icing forcing decision at or close to DA/MDA | x | | | | | x | x | x | | | | | | APP | | | DA with visual reference in heavy precipitation with doubt about the runway surface braking capability | x | | | | | x | x | x | | | | | | APP | | | Adverse-wind scenario resulting in increasing tailwind below DA (not reported) | | x | | x | | x | | | | | | | | APP | | | Adverse-wind scenario including strong gusts and/or crosswind out of limits below DA (not reported) | | x | | x | | x | | | | | | | | APP | | | Adverse-wind scenario including strong gusts and/or crosswind out of limits below 15 m (50 ft) (not reported) | | x | | x | | x | | | | | | | | APP | | | Lost or difficult communications resulting in no approach clearance prior to commencement of approach or final descent | x | | x | | | | x | | | | | | | APP | | | Birds: large flocks of birds below DA once visual reference has been established | | | | x | | x | x | | | | | | | APP | | | System malfunction, landing gear malfunction during the approach | | | | | | | | | | | EVAL or SBT | Manual aircraft control | A | CLB CRZ DES APP | Controls the flight path through manual control | Demonstrate manual aircraft control skills with smoothness and accuracy as appropriate to the situation. Detect deviations through instrument scanning. Maintain spare mental capacity during manual aircraft control. Maintain the aircraft within the normal flight envelope. Apply knowledge of the relationship between aircraft attitude, speed and thrust. | Flight with unreliable airspeed, which may or may not be recoverable | x | | | x | | | x | | x | | | | | CLB CRZ DES APP | | | Alternate flight control modes according to malfunction characteristics | x | | | x | | | | x | x | | | | | CLB CRZ DES APP | | | ACAS warning (resolution advisory) requires the pilot to descend or ATC calls for immediate descent (preferably during climb which requires a significant change in aircraft attitude) | x | x | | x | | | | | | | | | | | ACAS warning (resolution advisory) requires the pilot to climb or ATC calls for immediate climb (preferably during descent which requires a significant change in aircraft attitude). | | | x | x | | x | | | | | | | | | | DES | | | TAWS warning when deviating from planned descent routing, requiring immediate response | x | | | x | x | | | | | | | | | TO | | | Scenario immediately after take-off which requires an immediate and overweight landing | | | x | x | x | x | | | | | | | | TO | | | Adverse wind, crosswinds with or without strong gusts on take-off | x | | | x | | | | | | | | | | TO | | | Adverse weather, wind shear, wind shear encounter during take-off, with or without reactive warnings | x | | | x | | | x | | | | | | | TO | | | Engine failure during initial climb, typically 30-60 m (100-200 ft) (autopilot off) | x | x | | x | | | | x | | | | | | CRZ | | | Wind shear encounter scenario during cruise, significant and rapid change in wind speed or down/updrafts, without wind shear warning | x | | x | | | x | x | x | | | | | | APP | | | Adverse weather, wind shear, wind shear encounter with or without warning during approach | x | | x | x | | | x | | | | | | | APP | | | Adverse weather, deterioration in visibility or [cloud base](https://avioverse.aero/glossary/easa/cloud-base), or adverse wind, requiring a go-around from visual [circling](https://avioverse.aero/glossary/easa/circling) approach, during the visual segment | x | x | x | x | | x | x | x | | | | | | APP | | | Interception of the glide slope from above (correlation with unstable approach training) | | | x | | | | x | x | | | | | | APP LDG | | | Adverse wind, crosswinds with or without strong gusts on approach, final approach and landing (within and beyond limits) | x | | | x | | x | | | | | | | | APP LDG | | | Adverse weather, adverse wind, approach and landing in demanding weather conditions, e.g. turbulence, up and downdrafts, gusts and crosswinds including shifting wind directions | | | | x | | x | x | | | | | | | APP LDG | | | Circling approach manually flown at [night](https://avioverse.aero/glossary/easa/night) in minimum in-flight visibility to ensure ground reference, minimum environmental lighting and no glide slope guidance lights | x | | | x | | | x | x | | | | | | APP LDG | | | Runway incursion during approach, which can be triggered by ATC at various altitudes or by visual contact during the landing phase | x | | | x | | | x | | | | | | | LDG | | | Adverse wind, visibility, type-specific, special consideration for long-bodied aircraft, landing in minimum visibility for visual reference, with crosswind | x | x | | x | | | x | | | | | | | LDG | | | System malfunction, auto flight failure at DA during a low-visibility approach requiring a go-around flown manually | x | | x | x | | | x | | | | | | | APP LDG | | | Approach planned with autoland, followed by a failure below 1 000 ft requiring a manual go-around and an immediate landing due to fuel shortage | x | | x | | x | | x | | | | | | | TO | | | [In-seat instruction](https://avioverse.aero/glossary/easa/in-seat-instruction): Insufficient engine failure recovery, forcing the pilot monitoring to take over the flight controls | | x | | x | | | x | x | | | | | | APP LDG | | | In-seat instruction: Unstable approach on short final or long landing, forcing the pilot monitoring to take over the flight controls | | x | | x | | | x | x | | | EVAL or SBT | Monitoring, cross-checking, error management, mismanaged aircraft state | A | ALL | The scenarios should be realistic and relevant, and should be used for the purpose of demonstration and reinforcement of effective monitoring. Modules in the FSTD should be treated like those in an aircraft so that trainees have the opportunity to develop the competency with the practice of the right techniques and attitudes related to these topics through pilot performance, and that instructors have the opportunity to assess and train these topics in a realistic environment. As shown by the EBT data report, these topics are of key importance to improve safety in operations. In addition, the operator may also use these topics to develop scripted role-playing scenarios in the form of ISI. These scenarios cater for the need to monitor flight path excursions from the instructor pilot (PF), detect errors and make appropriate interventions, either verbally or by taking control as applicable. Demonstration scenarios may also be used. Demonstrated role-play should contain realistic and not gross errors, leading at times to a mismanaged aircraft state, which can also be combined with upset management training. | Recognise mismanaged aircraft state. Observe the pilot’s behaviour: how the pilot is mitigating errors, performing cross-checking, monitoring performance and dealing with a mismanaged aircraft state, in order to ensure that observed deviations, errors and mistakes are taken as learning opportunities throughout the programme. Monitor flight path excursions. Detect errors and threats through proper cross-checking performance. Make appropriate interventions either verbally or by taking control if applicable. Take appropriate action if necessary. Restore the desired aircraft state. Identify and manage consequences. | Deviations from the flight path, in pitch attitude, speed, altitude, bank angle | | x | | | | | x | | | | | | | ALL | | | In-seat instruction: Simple automation errors (e.g. incorrect mode selection, attempted engagement without the necessary conditions, entering wrong altitude or speed, failure to execute the desired mode) culminating in a need for direct intervention from the pilot monitoring, and where necessary taking control. | | x | | | | | x | | | | | | | APP | | | In-seat instruction: Unstable approach or speed/path/vertical rate not congruent with the required state for the given flight condition | x | x | | | | | x | x | | | | | | LDG | | | In-seat instruction: Demonstration exercise — recovery from bounced landing, adverse wind, strong gusts during landing phase, resulting in a bounce and necessitating recovery action from the pilot monitoring | x | | | x | | | x | | | | | Unstable approach | A | DES APP | Reinforce stabilised approach philosophy and adherence to defined parameters. Encourage go-arounds when crews are outside these parameters. Develop and sustain competencies related to the management of high-energy situations. | | ATC or terrain-related environment creating a high-energy descent with the need to capture the optimum profile to complete the approach in a stabilised configuration | x | | x | | | | x | | | | | | | DES APP | | | ATC or terrain-related environment creating a high-energy descent leading to unstable conditions and requiring a go-around | x | | x | | | | x | | | | | | | APP | | | Approach and landing in demanding weather conditions, e.g. turbulence, up and downdrafts, gusts and crosswinds including shifting wind directions | | | | x | | x | x | | | | | | | APP | | | Increasing tailwind on final approach (not reported) | x | x | | | | x | x | | | | | | | APP LDG | | | Crosswinds with or without strong gusts on approach, final approach and landing (within and beyond limits) | x | | | x | | x | | | | | Section 5 — UPRT training topic with frequency (B). Evaluation phase, manoeuvres training phase or scenario-based training phase (EVAL, MT or SBT) | | | | | | | | | | | | | | | | | -------------------------------------------------------------------------------------------------------------------------------------------------- | ------------------------- | - | ------ | --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ------------------- | - | - | - | - | - | - | - | - | | EVAL, MT or SBT | Upset prevention training | B | N/A | Compliance with AMC1 or AMC2 to ORO.FC.220&230 Include upset prevention elements in Table 1 for the recurrent training programme in at least every cycle, such that all the elements are covered over a period not exceeding 3 years. The elements are numbered with letters from A to I in Table 1 of AMC1 ORO.FC.220&230. Each element is made up of several numbered components. According to the principles of EBT, covering one component should satisfy the requirement to cover the whole element of recognising and preventing the development of upset conditions. | Early recognition and prevention of upset conditions. When the differences between LHS and RHS are not significant in the handling of the aircraft, UPRT may be conducted in either seat. | See Table 1 of AMC1 ORO.FC.220&230: Elements and respective components of upset prevention training. | Intentionally blank | | | | | | | | | | | | | CRZ | | | Demonstration of the defined normal flight envelope and any associated changes in flight instruments, flight director systems, and protection systems. This should take the form of an instructor-led exercise to show the crew the points beyond which an upset condition could exist. | | | x | | | | | x | x | | | | | TO APP | | | Severe wind shear or wake turbulence during take-off or approach | | | x | x | | x | x | | | | | | | CRZ | | | As applicable and relevant to the aircraft type, demonstration at a suitable intermediate level, with turbulence as appropriate; practise steep turns and note the relationship between bank angle, pitch and stalling speed | | | | x | | | x | | x | | | | | CRZ | | | At the maximum cruise flight level for the current aircraft weight, turbulence to trigger overspeed conditions (if FSTD capability exists, consider use of the vertical wind component to add realism) | x | | x | x | | | x | | | | | | | CRZ | | | At the maximum cruise flight level for the current aircraft weight, turbulence and significant temperature rise to trigger low-speed conditions (if FSTD capability exists, consider use of the vertical wind component to add realism) | | | x | x | | | x | | x | | | | | CRZ | | | High-altitude loss of reliable airspeed | x | x | | x | | | x | x | | | | | | CRZ | | | High-altitude ACAS RA (where the RA is required to be flown in manual flight) | x | | | x | | | x | x | | | Section 6 — Training topics with frequency (B) in alphabetical order. Evaluation phase or scenario-based training phase (EVAL or SBT) | | | | | | | | | | | | | | | | | | | ------------------------------------------------------------------------------------------------------------------------------------- | ------------------------------------------------------------ | - | ----------- | -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ------------------- | - | - | - | - | - | - | - | - | - | - | | EVAL or SBT | Aircraft system malfunctions, including operations under MEL | B | ALL | Any internal failure(s) apparent or not apparent to the crew Any item cleared by the MEL but having an impact upon flight operations — for instance, thrust reverser locked. Malfunctions to be considered should have one or more of the following characteristics: Immediacy Complexity Degradation of aircraft control Loss of primary instrumentation Management of consequences The operator should vary malfunctions for each characteristic over the EBT cycle. Unless specified otherwise in the operational suitability data, at least one malfunction with each characteristic should be included in every cycle. Combining characteristics should not reduce the number of malfunctions below seven for each cycle. For each [crew member](https://avioverse.aero/glossary/easa/crew-member), the characteristics of degraded control and loss of instrumentation should be in the role of pilot flying and the others may be in the role of pilot flying or pilot monitoring. For full details, see the malfunction equivalency methodology. | Recognise system malfunction. Take appropriate action including correct stop/go decision. Apply the appropriate procedure correctly. Maintain aircraft control. Manage consequences. Apply crew operating procedures where necessary. Respond appropriately to additional system abnormalities associated with MEL dispatch. | (i) System malfunctions that require immediate and urgent crew intervention or decision, e.g. fire, smoke, loss of pressurisation at high altitude, failures during take-off, brake failure during landing. (ii) System malfunctions that require complex procedures, e.g. multiple hydraulic system failures, smoke and fumes procedures, major electrical system failure. (iii) System malfunctions that result in significant degradation of flight controls in combination with abnormal handling characteristics, e.g. jammed flight controls, certain degradation of FBW control, jammed horizontal stabiliser; flaps and/or slats locked; other malfunctions that result in degraded flight controls. (iv) System failures that require monitoring and management of the flight path using degraded or alternative displays, unreliable primary flight path information, unreliable airspeed, e.g. flight with unreliable airspeed (v) System failures that require extensive management of their consequences (independent of operation or environment), e.g. fuel leak. | Intentionally blank | | | | | | | | | | | | | | | TO | | | MEL items with crew operating procedures applicable during take-off | | | | | | | | x | | | x | | | | | TO | | | Response to an additional factor that is affected by an MEL item (e.g. system failure, runway state) | | | x | | | x | | x | | | x | | | | | GND | | | Malfunction during preflight preparation and prior to departure | x | | | | | | | x | x | | | | | | | CLB | | | Malfunction after departure | x | | | | | | | x | x | | x | | | | | ALL | | | Malfunctions that require immediate attention (e.g. bleed fault during engine start, hydraulic failure during taxi) | x | | | | | | x | | | x | | | | | | CLB CRZ | | | Fuel leak (management of consequences) | x | | | | | | x | | x | | x | | | | | TO | | | Malfunction on take-off high speed below V1 | x | | | | | | x | x | | | | | | | | TO | | | Malfunction on take-off high speed above V1 | x | | | | | | | x | | | | | | | | GND | | | During taxi to the runway, a spurious brake temperature announcement. The crew had the correct brake temperature moments before the failure. | | | | | | | x | x | x | | | | | | | TO | | | Tyre failure during take-off | | | | | | | x | x | | x | | | | | | TO | | | Malfunction on initial climb | x | | | | | | | x | | | | | | | | APP | | | Malfunction on approach | x | | | | | | | x | | x | | | | | | APP | | | Malfunction on go-around | x | | | | | | | x | | x | | | | | | LDG | | | Malfunction during landing | x | | x | | | x | | x | x | | | | EVAL or SBT | Aircraft system management | B | | Normal system operation according to defined instructions | This is not considered as a stand-alone topic. It is linked with the topic ‘compliance’. Where a system is not managed according to normal or defined procedures, this is determined as a non-compliance. | See ‘compliance’ topic above. There are no defined scenarios, but the instructor should focus on learning opportunities when system management non-compliances manifest themselves during other scenarios. Underpinning knowledge of systems and their interactions should be developed and challenged, and not merely the application of normal procedures. | Intentionally blank | | | | | | | | | | x | | | | | CRZ APP LDG | | | Minimum fuel, caused by extended delays, weather, etc. where the crew would need to manage a minimum fuel situation | | | | | | | x | x | x | x | | | | Approach, visibility close to minimum | B | APP | Any situation where visibility becomes a threat | Recognise actual conditions. Observe aircraft and/or procedural limitations. Apply the appropriate procedures if applicable. Maintain directional control and safe flight path. | Approach in poor visibility | x | | | | x | x | | | | x | | | | | | APP | | | Approach in poor visibility with deteriorations necessitating a decision to perform a go-around | x | | | | x | x | | | | | | | | | | LDG | | | Landing in poor visibility | | | | | | x | | x | x | | | | | Landing | B | LDG | Pilots should have opportunities to practise landings in demanding situations at the defined frequency. Data indicates that landing problems have their roots in a variety of factors, including inappropriate decision-making, in addition to manual aircraft control skills if difficult environmental conditions exist. The purpose of this item is to ensure that pilots are exposed to this during the programme. | Landing in demanding environmental conditions, with malfunctions as appropriate | This topic should be combined with the adverse-weather topic, aircraft system malfunctions topic or any topic that can provide exposure to a landing in demanding conditions. | Intentionally blank | | | | | | | | | | | | EVAL or SBT | Surprise | B | ALL | The data analysed during the development of the EBT concept indicated substantial difficulties encountered by crews when faced with a threat or error, which was a surprise or an unexpected event. The element of surprise should be distinguished from what is sometimes referred to as the ‘startle factor’ — the latter being a physiological reaction. Wherever possible, consideration should be given towards variations in the types of scenario, times of occurrences and types of occurrence, so that pilots do not become overly familiar with repetitions of the same scenarios. Variations should be the focus of EBT programme design, and not left to the discretion of individual instructors, in order to preserve programme integrity and fairness. | Exposure to an unexpected event or sequence of events at the defined frequency in order to build resilience. | Rejected take-off | x | | | | | x | | x | | | | | | | | | | | Intentionally blank | Intentionally blank | | | | | | | | | | | | EVAL or SBT | Terrain | B | ALL | Alert, warning, or conflict | Anticipate terrain threats. Prepare for terrain threats. Recognise unsafe terrain clearance. Take appropriate action. Apply the appropriate procedures correctly. Maintain aircraft control. Restore safe flight path. Manage consequences. | ATC clearance giving insufficient terrain clearance | x | x | | | | | x | | | | | | | | | ALL | | | Demonstration of terrain avoidance warning systems (TAWS) (this scenario element may be done in an ISI.) | | | | | | | | x | x | x | | | | | | TO CLB | | | Engine failure where performance is marginal leading to TAWS warning | | x | | | | x | | | | x | | | | | | DES APP | | | ATC provides a wrong QNH | | x | | | | | | | x | | | | | | | DES | | | ‘Virtual mountain’ refers to the surprise element of an unexpected warning. Care should be exercised in creating a level of realism, so this can best be achieved by an unusual and unexpected change of route during the descent. | | | | | | | | x | x | x | | | EVAL or SBT | Wind shear recovery | B | TO | With or without warnings including predictive. A wind shear scenario is ideally combined with an adverse-weather scenario containing other elements. | Anticipate potential for wind shear. Avoid known wind shear or prepare for suspected wind shear. Recognise wind shear encounter. Take appropriate action. Apply the appropriate procedure correctly. Assure aircraft control. Recognise out of wind shear condition. Maintain or restore a safe flight path. Assess consequential issues and manage outcomes. | Predictive wind shear warning during take-off | | | | | | | x | x | | | | | | | | TO | | | Wind shear encounter during take-off | x | | | | | | x | x | | | | | | | | TO | | | Wind shear encounter after [rotation](https://avioverse.aero/glossary/easa/rotation) | | | | | | | | x | | x | | | | | | TO | | | Predictive wind shear after rotation | | | | | | | x | x | | | | | | | | APP | | | Predictive wind shear during approach | x | | | | | | x | x | | | | | | | | APP | | | Wind shear encounter during go-around | x | | | | | | x | x | | x | | | | | | APP | | | Wind shear encounter during approach | x | | | | | | x | x | | | | | | Workload, distraction, pressure, stress | B | ALL | This is not considered a topic for specific attention on its own, but more as a reminder to programme developers to ensure that pilots are exposed to immersive training scenarios which expose them to manageable high workload and distractions during the course of the EBT programme, at the defined frequency. | Manage available resources efficiently to prioritise and perform tasks in a timely manner under all circumstances. | Intentionally blank | Intentionally blank | | | | | | | | | | | | Section 7 — UPRT Upset recovery training topic with frequency (C). Manoeuvres training phase or scenario-based training phase (MT or SBT) | | | | | | | | | | | | | | | | | | ----------------------------------------------------------------------------------------------------------------------------------------- | -------------- | - | ------- | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ------------------- | - | - | - | - | - | - | - | - | | MT or SBT | Upset recovery | C | N/A | Compliance with AMC1 or AMC2 to ORO.FC.220&230 Include the recovery exercises in Table 2 of AMC1 ORO.FC.220&230 for the recurrent training programme, such that all the exercises are covered over a period not exceeding 3 years. According to the principles of EBT, covering one component should satisfy the requirement to cover the whole element of recovery from developed upsets. The same principles apply to the exercises of components 2, 3 and 4 where one exercise may satisfy the requirement to cover the whole component. An [aeroplane](https://avioverse.aero/glossary/easa/aeroplane) upset is defined as an undesired aeroplane state in flight characterised by unintentional divergences from parameters normally experienced during line operations or training. An aeroplane upset may involve pitch and/or bank angle divergences as well as inappropriate airspeeds for the conditions. | Recognise upset condition. Make timely and appropriate intervention. Take appropriate action. Assure timely and appropriate intervention. (AMC1 ORO.FC.220&230 Table 2 component 1) Assure aircraft control. Maintain or restore a safe flight path. Assess consequential issues. Manage outcomes. Consolidate the summary of aeroplane recovery techniques. (AMC1 ORO.FC.220&230 Table 2 component 5) Note: The operator should assess if the exercises should be practised for the either seat qualification. | The example scenario elements may be done in ISI, as non-ISI or a combination of both. If done in ISI: The instructor should position the aircraft within but close to the edge of the validated training envelope before handing control to the trainee to demonstrate the restoration of normal flight. Careful consideration should be given to flying within the validated training envelope. | | Intentionally blank | | | | | | | | | | | | | | | | Table 2 of AMC1 ORO.FC.220&230: Exercises for upset recovery training | | | | | | | | | | | | | | | | | | A. | Recovery from developed upsets | | | | | | | | | | | | | | CLB DES | | | 2. | Recovery from stall events in the following configurations: take-off configuration, clean configuration low altitude, clean configuration near maximum operating altitude, and landing configuration during the approach phase. | x | | | x | | | x | x | | | | | | CRZ | | | 3. | Recovery from nose high at various bank angles | x | | | x | | | x | x | | | | | | CRZ | | | 4. | Recovery from nose low at various bank angles | x | | | x | | | x | x | | | | | | CRZ | | | | | | | | | | | | | | | | | | APP | | | Demonstration at a normal cruising altitude. Set conditions and disable aircraft systems as necessary to enable trainee to perform stall recovery according to OEM instructions. | | x | | | x | | | x | | | | | | | CLB DES | | | Demonstration at an intermediate altitude during early stages of the approach. Set conditions and disable aircraft systems as necessary to enable trainee to perform stall recovery according to OEM instructions. | | x | | | x | | | x | | | | | | | | Recovery from a wake turbulence position with high-bank angle | | | | x | | x | x | | | x | | | | Section 8 — Training topics with frequency (C) in alphabetical order. Evaluation phase or scenario-based training phase (EVAL or SBT) | | | | | | | | | | | | | | | | | | | | | | | | ------------------------------------------------------------------------------------------------------------------------------------- | ------------------------------------------ | - | -------------- | ----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ------------------------------------------------------------------------------------------------------------------------------------------------ | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------ | ------------------- | - | - | - | - | - | - | - | - | - | - | - | - | - | - | | EVAL or SBT | Adverse wind | C | TO | Adverse wind/crosswind. This includes tailwind but not ATC mis-reporting of the actual wind. | Recognise adverse-wind conditions. Observe limitations. Apply the appropriate procedures. Maintain directional control and safe flight path. | Take-off with different crosswind/tailwind/gust conditions | | | | | | | | | | | x | | | x | | | | | | | TO | | | Take-off with unreported tailwind | | | x | | | | | | x | | | | | | | | | | | | TO | | | Crosswinds with or without strong gusts on take-off | | x | | | | x | | | | | | | | | | | | | | | APP | | | Wind exceeding limits on final approach (not reported) | | x | x | | | | | | | | x | | x | | | | | | | | APP | | | Wind exceeding limits on final approach (reported) in manual aircraft control | | x | x | | | x | | | | | x | | | | | | | | | | APP | | | Increasing tailwind on final approach (not reported) | | x | x | | | | | | | | x | | x | | | | | | | | APP | | | Approach and landing in demanding weather conditions, e.g. turbulence, up and downdrafts, gusts and crosswind including shifting wind directions | | | | | | x | | | | | x | | x | | | | | | | | APP | | | Adverse-wind scenario resulting in increasing tailwind below DA (not reported) | | | x | | | x | | | | | x | | | | | | | | | | APP | | | Adverse-wind scenario including strong gusts and/or crosswind out of limits below DA (not reported) | | | x | | | x | | | | | x | | | | | | | | | | APP | | | Adverse-wind scenario including strong gusts and/or crosswind out of limits below 15 m (50 ft) (not reported) | | | x | | | x | | | | | x | | | | | | | | | | APP LDG | | | Crosswind with or without strong gusts on approach, final approach and landing (within and beyond limits) | | x | | | | x | | | | | x | | | | | | | EVAL or SBT | ATC | C | ALL | ATC error. Omission, miscommunication, garbled, poor quality transmission. All these act as distractions to be managed by the crew. The scenarios should be combined, where possible, with others of the same or higher weighting, the principal reason being to create distractions. | Respond to communications appropriately. Recognise, clarify and resolve any ambiguities. Refuse or question unsafe instructions. Use standard phraseology whenever possible. | ATC role-play: the instructor provides scripted instructions, as a distraction to the crew | | x | x | | | | | | x | | | | | | | | | | | | ALL | | | Controller error, provided by the instructor according to a defined scripted scenario | | x | x | | | | | | | | x | | x | | | | | | | | ALL | | | Frequency congestion, with multiple aircraft using the same frequency | | | x | | | | | | | | | | | | | | | | | | APP | | | Destination temporarily closed | | | | | | | | | x | | x | | x | x | | | | | | | CRZ | | | Rescue and firefighting services (RFFS) level reduction at destination | | | x | | | | | | x | | | | x | | | | | | | | APP | | | Runway change before the interception of the localiser or similar navigation aid in azimuth | | | | x | | | | | x | | | | x | x | | | | | | | GND TO | | | Stray dogs at the opposite threshold runway | | | x | | | | | | x | | | | x | | | | | | | | ALL | | | Poor quality transmissions | | | x | | | | | | | | | | | | | | | EVAL or SBT | Engine failure | C | TO | Any engine failure or malfunction, which causes loss or degradation of thrust that affects performance. This is distinct from the engine-out manoeuvres described in the MT section above, which are intended only to practise psychomotor skills and reinforce procedures to manage engine failures. | Recognise engine failure. Take appropriate action. Apply the appropriate procedure correctly. Maintain aircraft control. Manage consequences. | Engine failure or engine malfunction on take-off low speed | | x | | | | x | | | | | x | | | x | | | | | | | TO | | | Engine failure or engine malfunction on take-off high speed below V1 | | x | | | | x | | | | | x | | | x | | | | | | | TO | | | Engine failure or engine malfunction on take-off above V1 | | x | | | | | | | | | x | | x | x | | | | | | | TO | | | Engine failure or engine malfunction on initial climb | | x | | | | | | | | | x | | x | | | | | | | | APP | | | Engine malfunction | | x | | | | | | | | | x | | | x | | | | | | | CRZ | | | Engine failure in cruise (with autopilot) | | x | | x | | | | | | | | | x | | | | | | | | LDG | | | Engine failure or engine malfunction on landing | | | | | | x | | | | | | | | | | | | EVAL or SBT | Fire and smoke management | C | GND | This includes engine, electric, pneumatic, cargo fire, smoke or fumes. | Recognise fire, smoke or fumes. Take appropriate action. Apply the appropriate procedure correctly. Maintain aircraft control. Manage consequences. | | Fire in cargo or cabin/cockpit at gate | x | x | | | | | | | x | | | | x | | | | | | | GND | | | | Fire during taxi | x | x | | | | | | | x | | | | x | | x | | | | | GND | | | | Fire with no cockpit indication | x | x | | | | | | | x | | | | x | | x | | | | | TO | | | | Take-off low speed | x | | | | | x | x | | x | | | | | | x | | | | | TO | | | | Fire or smoke on take-off high speed below V1 | x | | | | | x | x | | x | | | | | | | | | | | TO | | | | Fire or smoke on take-off high speed above V1 | x | | | | | | x | | x | | | | | | | | | | | TO | | | | Fire or smoke on initial climb | x | | | | | | x | | x | | | | | | | | | | | CRZ | | | | Cargo fire | | | | | | | | | x | | x | | x | | | | | | | APP | | | | Engine fire in approach (extinguishable) | | x | | | | | | | x | | | | | | | | | | | APP | | | | Engine fire in approach (non-extinguishable) | | x | | | | | x | | x | | | | | | | | | | | CLB CRZ DES | | | | Lithium battery fire in the cockpit or cabin compartment | x | x | | | | | x | | x | | | | x | | | | | | | APP | | | | Flight deck or cabin fire | | x | | | | | x | | x | | | | | | x | | | | | GND | | | | Any of the example scenario elements above ending in an evacuation | | x | | | | | x | | x | | | | x | | | | EVAL or SBT | Loss of communications | C | GND | Lost or difficult communications due to either pilot mis-selection or a failure external to the aircraft. This could be for a few seconds or a total loss. | Recognise loss of communications. Take appropriate action. Execute the appropriate procedure as applicable. Use alternative ways to communicate. Manage consequences. | | Loss of communications during ground manoeuvring | x | x | | | | | | | | | | | | | | | | | | TO | | | | Loss of communications after take-off | x | | | | | | | | x | | | | | | x | | | | | APP | | | | Loss of communications during approach phase, including go-around | x | x | | | | | | | x | | x | | | | x | | EVAL or SBT | Managing loading, fuel, performance errors | C | ALL | A calculation error by one or more pilots, or someone involved with the process, or the process itself, e.g. incorrect information on the load sheet | Anticipate the potential for errors in load/fuel/performance data. Recognise inconsistencies. Manage/avoid distractions. Make changes to paperwork/aircraft system(s) to eliminate error. Identify and manage consequences. | | This can be a demonstrated error, in that the crew may be instructed to deliberately insert incorrect data — for example, to take off from an intersection with full-length performance information. The crew will be asked to intervene when acceleration is sensed to be lower than normal, and this may be part of the operator procedures, especially when operating mixed fleets with considerable variations in MTOM. | x | x | | | | | | | | | | | x | | | | | | | GND | | | | Fuel ground staff on industrial action. Only limited amount of fuel available, which is below the calculated fuel for the flight. | | | | | | | x | | x | | x | | x | | | | | | | GND | | | | Advise crew that there is a change of the load sheet figures during taxi to the runway. The crew may have limited time due to a calculated take-off time (CTOT) — ATC slot. | x | | | | | | | | | | | | x | | | | | | | GND | | | | Braking action reported ‘medium’. The information is transmitted just before take-off. The flight is subject to a (CTOT) — ATC slot. | | | | | | | x | | | | x | | x | | | | EVAL or SBT | Navigation | C | GND | External NAV failure. Loss of GPS satellite, ANP exceeding RNP, loss of external NAV source(s) | Recognise a NAV degradation. Take appropriate action. Execute the appropriate procedure as applicable. Use alternative NAV guidance. Manage consequences. | | External failure or a combination of external failures degrading aircraft navigation performance on ground | x | | | x | | | | | x | | x | | | | | | | | | TO CLB APP LDG | | | | External failure or a combination of external failures degrading aircraft navigation performance in flight | | x | | | | | x | | x | | x | | | | | | | | | GND | | | | Standard initial departure change during taxi. The flight may be subject to a CTOT — ATC slot. | | | | | | | x | | | | x | | x | | | | | | | APP | | | | Loss of runway lighting below decision height | | x | | | | | | | x | | x | | | | | | | | | CRZ | | | | No fly zone: when the crew changes control frequency, the new ATCO informs the crew that they are flying over an unannounced ‘no fly zone’ that is not included in the NOTAMs. (To trigger such an event, the context may be as follows: an unexpected military conflict in the territory the aircraft is flying over or the crew is forced to re-route in flight and the new route flies over a city that has an important event such the Olympic games, a G20/G7 submit, or the route is flying near a space rocket launch close to the time of the launch, like the Guiana Space Centre, Cape Cañaveral, etc.). | | | | | | | x | | x | | x | | | | | | | Operationsor type-specific | C | ALL | Intentionally blank | Intentionally blank | | Intentionally blank | Intentionally blank | | | | | | | | | | | | | | | | | Operations of special airport approval | C | APP LDG | See equivalency of approaches relevant to operations. | The operator should comply with the national qualification requirements published in the Aeronautical Information Publication. | | Intentionally blank | Intentionally blank | | | | | | | | | | | | | | | | EVAL or SBT | Pilot incapacitation | C | TO | Consequences for the non-incapacitated pilot | Recognise incapacitation. Take appropriate action including correct stop/go decision. Apply the appropriate procedure correctly. Maintain aircraft control. Manage consequences. | | During take-off | x | x | | | | | x | | x | | | | | | x | | | | | APP | | | | During approach | x | | | | | x | | | | | | | x | | x | | | Runway or taxiway condition | C | GND TO LDG | Contamination or surface quality of the runway, taxiway, or tarmac including foreign objects | Recognise hazardous runway condition. Observe limitations. Take appropriate action. Apply the appropriate procedures correctly. Assure aircraft control. | | Planned anticipated hazardous conditions with dispatch information provided to facilitate planning and execution of appropriate procedures | | | | | | | | | x | | | | | | x | | | | | GND TO LDG | | | | Unanticipated hazardous conditions, e.g. unexpected heavy rain resulting in flooded runway surface | | x | | | | | x | | x | | | | | | | | | | | TO | | | | Take-off on runway with reduced cleared width due to snow | x | | | | | x | x | | | | x | | | | | | | | | TO | | | | Stop/go decision in hazardous conditions | | | | | | | x | | x | | | | x | | | | EVAL or SBT | Traffic | C | CLB CRZ DES | Traffic conflict. ACAS RA or TA, or visual observation of conflict, which requires evasive manoeuvring | Anticipate potential loss of separation. Recognise loss of separation. Take appropriate action. Apply the appropriate procedure correctly. Maintain aircraft control. Manage consequences. | | ACAS warning that requires crew intervention | | x | | | | | | | x | | x | | x | | | | | | | | | | | Dilemma: Visual acquisition of conflicting traffic followed by an ACAS warning (resolution advisory) triggered by the same or other traffic. Even if the traffic is in sight, the pilot should follow the RA. | X | | | x | | X | | | | | | | | | | | | | | | | | | While in descent, ACAS warning (traffic advisory) of an aircraft below. The crew should not initiate an avoidance manoeuvre based on TA (except decreasing the rate of descent unless otherwise instructed by ATC, etc.). This example scenario can be done during climb with conflicting traffic above. | x | | | | | | x | | | | | | | | | END GEN3 TURBOPROP AMC · AMC4 ORO.FC.232 — Regulation (EU) No 965/2012 · ED Decision 2022/014/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026 AMC Acceptable means of compliance ## AMC5 ORO.FC.232 EBT programme assessment and training topics GENERATION 2 (JET) — EBT PROGRAMME — TABLE OF ASSESSMENT AND TRAINING TOPICS Given the very small number of turbo-jet aeroplanes of the second generation in current use in commercial air transport operations, the operator should apply for an [alternative means of compliance](https://avioverse.aero/glossary/easa/alternative-means-of-compliance) to develop a table of assessment and training topics to apply EBT. AMC · AMC5 ORO.FC.232 — Regulation (EU) No 965/2012 · ED Decision 2021/002/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026 AMC Acceptable means of compliance ## AMC6 ORO.FC.232 EBT programme assessment and training topics GENERATION 2 (TURBOPROP) — TABLE OF ASSESSMENT AND TRAINING TOPICS | Assessment and training topic | | Frequency | Description (includes type of topic, being threat, error or focus) | | Desired outcome (includes performance criteria OR training outcome) | | Flight phase activation | Guidance material (GM) Example scenario elements | | PRO | COM | | FPA | FPM | LTW | PSD | SAW | | | WLM | | KNO | | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | --------------------------------------------------------------------------------- | --------- | ---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | --- | ------------------------------------------------------------------------ | ------------------------------------------------ | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ----------------------------------------------------------------- | --- | - | --- | --- | --- | --- | --- | - | - | --- | - | --- | | Generation 2 Turboprop — Recurrent assessment and training matrix | | | | | | | | | | [Competency](https://avioverse.aero/glossary/easa/competency) map | | | | | | | | | | | | | | Section 1 — Skill retention. [Manoeuvres training phase](https://avioverse.aero/glossary/easa/manoeuvres-training-phase) (MT) | | | | | | | | | | | | | | | | | | | | | | | | MT | Rejected take-off | A | Engine failure after the application of take-off thrust and before reaching [V1](https://avioverse.aero/glossary/easa/v1) (may be in LVO or CAT I or above) | | Demonstrate manual [aircraft](https://avioverse.aero/glossary/easa/aircraft) control skills with smoothness and accuracy as appropriate to the situation. Detect deviations through instrument scanning. Maintain spare mental capacity during manual aircraft control. Maintain the aircraft within the flight envelope. Apply knowledge of the relationship between aircraft attitude, speed and thrust. | | TO | | From initiation of take-off to complete stop (or as applicable to the procedure) | x | | | | x | | | | | | | | | | | Failure of the critical engine between V1 and V2 | A | Failure of the critical engine from V1 and before reaching V2 in the lowest CAT I visibility or in LVO meteorological (MET) conditions. | | TO | | | | The manoeuvre is complete at a point when the aircraft is stabilised at normal engine-out climb speed with the correct pitch and lateral control, in trim condition and, as applicable, autopilot engagement. Only one failure of the critical engine between V1 and V2 a year may be done in LVO conditions. | x | | | | x | | | | | | | | | | | Failure of one engine on take-off | B | Failure of one engine from V1 and before reaching V2 in the lowest CAT I visibility or in LVO MET conditions. | | TO | | | | The manoeuvre is complete at a point when the aircraft is stabilised in a clean configuration with engine-out procedures completed. Only one failure of the critical engine between V1 and V2 a year may be done in LVO conditions. | x | | | | x | | | | | | | | | | | | | Failure of one engine above V2 (any segment of the TO) in the lowest CAT I visibility or in LVO MET conditions. | | The manoeuvre is complete at a point when the aircraft is stabilised in a clean configuration with engine-out procedures completed | | | x | | | | | x | x | | | | | | | | | | | Emergency descent | C | Initiation of emergency descent from normal cruise altitude | | CRZ | | | | The manoeuvre is complete once the aircraft is stabilised in emergency descent configuration (and profile). However, if the EBT programme does not include the example scenario element ‘emergency descent’ in the training topic ‘automation management’, the emergency descent procedures should be completed and should not stop once the aircraft is stabilised in emergency descent configuration. | x | | | x | x | | | | | | | | | | | Engine-out approach & landing | A | With the critical engine (if applicable) failed, normal landing | | LDG | | | | Initiation in a stabilised engine-out configuration from not less than 3 NM final approach, until completion of roll-out | x | | | | x | | | | | | | | | | | Engine-out approach & [go-around](https://avioverse.aero/glossary/easa/go-around) | A | With the critical engine (if applicable) failed, manually flown normal precision approach to DA, followed by a manual go-around — the whole manoeuvre to be flown without visual reference | | APP | | | | This manoeuvre should be flown from intercept to centreline until acceleration after go-around. The manoeuvre is complete at a point when the aircraft is stabilised at normal engine-out climb speed with the correct pitch and lateral control, in trim condition and, as applicable, autopilot engagement (describe generally the critical part of the manoeuvre). | x | | | | x | | | | | | | | | | | Go-around | A | Go-around, all engines operative | | APP | | | | High energy, initiation during the approach at 150 to 300 m (500 to 1 000 ft) below the missed approach level-off altitude | x | | | x | x | | | | | | | | | | | | | | | | | Initiation of a go-around from DA followed by visual circuit and landing | x | | | x | | | x | | | | | | | | | | | | | | | | | During flare/rejected landing | x | | | x | | | x | | | | | | | | | | | Pilot qualification to operate in either pilot’s seat | B | As per ORO.FC.235 | | APP | | | | Complete the manoeuvres mandated in ORO.FC.235. | Intentionally left in blank. | | | | | | | | | | | | | | Section 2 — Equivalency of approaches relevant to operations. [Evaluation phase](https://avioverse.aero/glossary/easa/evaluation-phase), manoeuvres training phase or [scenario-based training phase](https://avioverse.aero/glossary/easa/scenario-based-training-phase) (EVAL, MT or SBT) | | | | | | | | | | | | | | | | | | | | | | | | MT | Approach type A or B | B | Approach type A or B flight method 3D | See equivalency of approaches relevant to operations that place an additional demand on a [proficient](https://avioverse.aero/glossary/easa/proficient) crew | | APP | | | See equivalency of approaches relevant to operations | x | | x | | x | | | | | x | | | x | | | Approach type A | B | Approach type A flight method 2D | See equivalency of approaches relevant to operations that place an additional demand on a proficient crew | | APP | | | See equivalency of approaches relevant to operations | x | | x | | x | | | | | x | | | x | | EVAL or SBT | Approach type A | B | Approach type A flight method 3D or 2D | See equivalency of approaches relevant to operations that place an additional demand on a proficient crew | | APP | | | See equivalency of approaches relevant to operations | x | | x | | x | | | | | x | | | x | | | Approach type B | B | Approach type B flight method 3D | See equivalency of approaches relevant to operations that place an additional demand on a proficient crew | | APP | | | See equivalency of approaches relevant to operations | x | | x | | x | | | | | x | | | x | | Section 3 – Equivalency of approaches under specific approvals and take-off under specific approvals. Evaluation phase, manoeuvres training phase or scenario-based training phase (EVAL, MT or SBT) | | | | | | | | | | | | | | | | | | | | | | | | MT | SPA approach(es) | B | Approach requiring specific approval | See equivalency of approaches relevant to operations — specific approval | | APP | | | Approaches flown from FAF to landing or go-around | x | | x | | x | | | | | | | | | | EVAL or SBT | SPA approach(es) | B | Approach requiring specific approval | See equivalency of approaches relevant to operations — specific approval | | APP | | | Approaches flown from FAF to landing or go-around | x | | x | | x | | | | | | | | | | EVAL, MT or SBT | SPA rejected Take-off (RTO) | B | Engine failure after the application of take-off thrust and before reaching V1 (in low-visibility MET conditions, preferably in the lowest approved visibility) Low-visibility RTO is not required under Part SPA but instead in Appendix 9 Section 6. Note: AMC1 SPA.LVO.120 point (f) does not require a low-visibility RTO. RTO is required only in the initial LVO course (point (g)(1)(iii) of AMC1 SPA.LVO.120). | Demonstrate manual aircraft control skills with smoothness and accuracy as appropriate to the situation. Detect deviations through instrument scanning. Maintain spare mental capacity during manual aircraft control. Maintain the aircraft within the flight envelope. Apply knowledge of the relationship between aircraft attitude, speed and thrust. | | TO | | | RTO — can be combined with the assessment and training topic ‘surprise’ in EVAL or SBT | x | | | | x | | | | | | | | | | VAL, MT or SBT | LVTO | B | Notwithstanding AMC1 SPA.LVO120 point (f)(1) AMC1 SPA.LVO.120 requires SPA manoeuvres in the frequency of the OPC, as OPC is substituted in the EBT programme. Thus, the frequency in EBT is determined in every cycle (B). Low-visibility take-off, preferably in the lowest approved visibility | | | TO | | | The manoeuvre may is complete at a point when the aircraft is stabilised at normal climb speed with the correct pitch and lateral control, in trim condition and, as applicable, autopilot engagement. | x | | | | x | | | | | | | | | | Assessment and training topic | | | | Frequency | | Flight phase activation | Description (includes type of topic, being threat, error or focus) | | | Desired outcome (includes performance criteria OR training outcome) | | Guidance material (GM) Example scenario elements | | PRO | | COM | | FPA | | | FPM | | LTW | | PSD | SAW | WLM | | KNO | | ----------------------------------------------------------------------------------------------------------------------------------------------------------------- | ----------------------------------------------------------------------- | -------------------------- | - | --------- | --------------- | ----------------------- | 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| ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------ | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ------------------- | - | --- | - | --- | - | - | --- | - | --- | - | --- | --- | --- | - | --- | | Generation 3 Turboprop — Recurrent assessment and training matrix | | | | | | | | | | | | | | Competency map | | | | | | | | | | | | | | | | | Section 4 — Training topics with frequency (A) in alphabetical order. Evaluation phase or scenario-based training phase (EVAL or SBT) | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | EVAL or SBT | | Adverse weather | | A | | GND | | Thunderstorm, heavy rain, turbulence, ice build-up to include de-icing issues, as well as high-temperature conditions. The proper use of anti-ice and de-icing systems should be included generally in appropriate scenarios. | | Anticipate adverse weather. Prepare for suspected adverse weather. Recognise adverse weather. Take appropriate action. Apply the appropriate procedure correctly. Assure aircraft control. | | Predictive wind shear warning before take-off, as applicable | | x | | | x | | | | | | | x | | | | | | | | | | | | | ALL | | Adverse-weather scenario, e.g. thunderstorm activity, precipitation, icing | | | | | | | | | x | | | | | | x | x | | | x | | | | | | | | | | TO | | Wind shear encounter during take-off, not predictive | | | | | | x | | | | | | | | x | | | | x | | | x | | | | | | | | TO | | Predictive wind shear warning during take-off | | | | | | x | | | x | | | | | | | x | | x | | | | | | | | | | | TO | | Crosswinds with or without strong gusts on take-off | | | | | | x | | | | | | | | x | | | | | | | | | | | | | | | CRZ | | Turbulence that increases to severe turbulence | | | | | | | | | x | | | | | | x | | | x | x | | | | | | | | | | CRZ | | Wind shear encounter scenario during cruise | | | | | | x | | | | | x | | | | | x | | x | x | | | | | | | | | | APP | | Reactive wind shear warning during approach or go-around | | | | | | x | | | | | x | | | x | | | | x | | | | | | | | | | | APP | | Predictive wind shear warning during approach or go-around | | | | | | x | | | x | | | | | | | x | | x | | | | | | | | | | | APP | | Thunderstorm encounter during approach or on missed approach | | | | | | x | | | | | | | | | | x | | x | | | | | | | | | | | APP | | Increasing tailwind on final approach (not reported) | | | | | | x | | | x | | | | | | | x | | x | | | | | | | | | | | APP | | Approach and landing in demanding weather conditions, e.g. turbulence, up and downdrafts, gusts and crosswinds including shifting wind directions | | | | | | | | | | | | | | x | | x | | x | | | | | | | | | | | APP | | Non-precision approach in cold-temperature conditions, requiring altitude compensation for temperature, as applicable to the type | | | | | | x | | | x | | | | | | | | | x | | | | | | | | | | | APP LDG | | Crosswinds with or without strong gusts on approach, final approach and landing (within and beyond limits) | | | | | | x | | | | | | | | x | | x | | | | | | | | | | | | | APP | | In approach, unexpected braking action ‘good to medium’ reported by the preceding aircraft | | | | | | | | | x | | | | | | | x | | x | x | | | | | | | | | | APP | | Moderate to severe icing conditions during approach effecting aircraft performance | | | | | | x | | | x | | | | | | | x | | x | | | | | | | | | | | APP | | Reduced visibility even after acquiring the necessary visual reference during approach, due to rain or fog | | | | | | x | | | x | | | | | | | x | | | | | | | EVAL or SBT | | Aircraft system management | | A | | N/A | | Normal system operation according to defined instructions | | This is not considered as a stand-alone topic. It is linked with the topic ‘compliance’. Where a system is not managed according to normal or defined procedures, this is determined as a non-compliance. | | See ‘compliance’ topic above. There are no defined scenarios, but the instructor should focus on learning opportunities when system management non-compliances manifest themselves during other scenarios. Underpinning knowledge of systems and their interactions should be developed and challenged, and not merely the application of normal procedures. | | Intentionally blank | | | | | | | | | | | | | | | x | | | | | | | | CRZ APP LDG | | Minimum fuel, caused by extended delays, weather, etc. where the crew would need to manage a minimum fuel situation. | | | | | | | | | | | | | | | x | x | | x | x | | | | EVAL or SBT | | Automation management | | A | | CLB CRZ DES APP | | The purpose of this topic is to encourage and develop effective flight path management through proficient and appropriate use of the flight management system(s), guidance and automation, including transitions between modes, monitoring, mode awareness, vigilance and flexibility needed to change from one mode to another. The means of mitigating errors are included in this topic. The errors are described as mishandled auto flight systems, inappropriate mode selection, mishandled flight management system(s) and inappropriate autopilot usage. | | Know how and when to use the flight management system(s), guidance and automation. Demonstrate correct methods for engagement and disengagement of the auto flight system(s). Demonstrate appropriate use of flight guidance, auto thrust and other automation systems. Maintain mode awareness of the auto flight system(s), including engagement and automatic transitions. Revert to different modes when appropriate. Detect deviations from the desired aircraft state (flight path, speed, attitude, thrust, etc.) and take appropriate action. Anticipate mishandled auto flight system. Recognise mishandled auto flight system. Take appropriate action if necessary. Restore correct auto flight state. Identify and manage consequences. | | ACAS warning (resolution advisory), recovery and subsequent engagement of automation | | x | | | | | x | | | | | | | | | | | | | | | | | | ALL | | FMS tactical programming issues, e.g. step climb, runway changes, late clearances, destination re-programming, executing diversion | | | | | | x | | | | | x | | | | | | | | | | x | | | | | | | | CLB CRZ DES APP | | Recoveries from TAWS, management of energy state to restore automated flight | | | | | | x | | | | | x | | | x | | | | | | | | | | | | | | | CLB CRZ DES APP | | Amendments to ATC cleared levels during altitude capture modes to force mode awareness and intervention | | | | | | x | | | | | x | | | | | | | x | | | | | | | | | | | | | ACAS warning (resolution advisory to level off) during climb or descent; for example, close to the cleared level when the capture mode has already been activated. | | x | | | | | | | | | x | | | | | | | x | | | | | | | | | | | TO | | Late ATC clearance to an altitude below acceleration altitude | | | | | | x | | | | | x | | | | | | | x | | | | | | | | | | | TO APP | | Engine-out special terrain procedures | | | | | | x | | | | | x | | | | | | | x | | | | | | | | | | | CRZ | | Forcing autopilot disconnect followed by re-engagement, recovery from lowor high-speed events in cruise | | | | | | x | | | | | x | | | x | | | | x | | | | | | | | | | | CLB | | Engine failure during or after initial climb using automation | | | | | | x | | | | | x | | | | | | | | | | | | | | | | | | CRZ | | Engine failure in cruise to onset of descent using automation | | | | | | x | | | | | x | | | | | | | | | | | | | | | | | | CRZ | | Emergency descent | | | | | | x | | | | | x | | | | | | | | | | x | | | | | | | | DES APP | | Managing high-energy descent capturing descent path from above (correlation with unstable approach training) | | | | | | x | | | | | x | | | | | | | x | | | x | | | | | | | | APP | | No ATC clearance received prior to commencement of approach or final descent | | | | | | x | | | | | x | | | | | | | x | | | | | | | | | | | APP | | Reactive wind shear and recovery from the consequent high-energy state | | | | | | x | | | | | x | | | | | | | x | | | | | | | | | | | APP | | Automation fail to capture the approach altitude in descent (e.g. last altitude before the FAP). Ideally, the failure occurs when the workload is high (e.g. configuration of the aircraft for final approach). | | | | | | | | | | | | | | | x | x | | x | x | | | | | | | | | | APP | | Non-precision or infrequently flown approaches using the maximum available level of automation | | | | | | x | | | | | x | | | | | | | | | | x | | | | | | | | APP | | Gear malfunction during an approach planned with autoland (including autobrake). Competency FPA may or may not be included depending on the impact of such malfunction on the automation. | | | | | | | | | x | | | | | | | x | | | x | | | | | | | | | | APP | | ATC clearances to waypoints beyond the programmed descent point for a coded final descent point during an approach utilising a final descent that is commanded by the flight management system | | | | | | x | | | | | x | | | | | | | x | | | x | | EVAL or SBT | Competencies — non-technical (CRM) | | A | | APP | | This encapsulates the general CRM principles and objectives. It includes communication; leadership and teamwork; problem-solving and decision-making; situation awareness and management of information; and workload management. Emphasis should be placed on the development of leadership, shown by EBT data sources to be a highly effective competency in mitigating risk and improving safety through pilot performance. | | Exposure to an event or sequence of events to allow the pilot to build awareness of human factors in aviation and the human limitations. This includes the development of the following competencies: Communication: Demonstrate: — effective use of language; — responsiveness to feedback; and — capability to state the plans and resolve ambiguities. Leadership and teamwork: Use appropriate authority to ensure focus on the task. Support others in completing tasks. Problem-solving and decision-making: Detect deviations from the desired state, evaluate problems, identify the risk, consider alternatives and select the best course of action. Continuously review progress and adjust plans. Situation awareness and management of information: Have an awareness of the aircraft state in its environment; project and anticipate changes. Workload management: Prioritise, delegate and receive assistance to maximise focus on the task. Continuously monitor the flight progress. | | GPS failure prior to commencement of approach associated with position drift and a terrain alert | | | | | | | | | | | | x | x | | x | | x | | | | | | | | DES | | Cabin crew report of water noise below the forward galley indicating a possible toilet pipe leak, with consequent avionics failures | | | | | | | | | | | | | | | | x | x | | x | | | | | | | | | | CRZ | | Smoke removal but combined with a diversion until landing is completed. | | | | | | | | x | | | | | | | | x | x | | x | x | x | | | | | | | | GND | | Apron fuel spilling | | | | | | | | | | | | | | | | x | x | | | x | | | | | | | | | CRZ | | Important water leak in an aircraft galley | | | | | | | | x | | | | | | | | x | x | | | x | | | | | | | | | ALL | | A relevant number of cabin crew are wounded or incapacitated. Additionally, the cabin crew wounded or incapacitated are the most competent (e.g. senior [cabin crew member](https://avioverse.aero/glossary/easa/cabin-crew-member)). | | | | | | | | | | | | | | | | x | x | | | x | | | | | | | | | ALL | | Unruly passenger(s) | | | | | | | | | | | | | | | | x | | | | x | | | | | | | | | GND | | Passenger oxygen: passenger service unit open and mask falling down | | | | | | | | | | | | | | | | x | x | | | x | | | | | | | | | ALL | | Passenger with medical problems — medical emergency | | | | | | | | | | | | | | | | x | | | | x | | | | | | | | | CRZ | | Credible threat reported to the crew. Stowaway or fugitive on board. | | | | | | | | x | | | | | | | | x | | | x | x | | | | | | | | | GND | | No METAR or TAFOR is available for destination due to industrial action at the destination airport | | | | | | | x | x | | | | | | | | x | x | | | | | | | | | | | | CRZ | | Credible bomb threat reported to crew | | | | | | | | x | | | | | | | | x | | | x | x | | | | | | | | | CLB DES | | Credible bomb threat or pressurisation problem, but no quick landing possible (due to weather, terrain or other reasons) | | | | | | | | x | | | | | | | | x | x | | | x | | | | | | | | | APP | | Diversion with low remaining fuel or increased fuel flow due to system malfunction | | | | | | | x | | | | | | | | | x | | | x | x | | | | | | | | | APP | | ACAS warning (resolution advisory) immediately following a go-around, with a descent manoeuvre required. (The RA should be a command for descent when the aircraft is above 1 100 ft AGL.) | | | | | | | | x | | | | | | | | x | x | | x | x | | | | EVAL or SBT | Compliance | | A | | ALL | | Compliance failure. Consequences of not complying with operating instructions (e.g. SOPs). This is not intended to list example scenario elements, but instructors should ensure that observed non-compliances are taken as learning opportunities throughout the programme. In all modules of the programme, the FSTD should as far as possible be treated like an aircraft, and non-compliances should not be accepted simply for expediency. | | Recognise that a compliance failure has occurred. Make a verbal announcement. Take appropriate action if necessary. Restore safe flight path if necessary. Manage consequences. | | The following are examples of potential compliance failures and are not intended to be developed as scenarios as part of an [EBT module](https://avioverse.aero/glossary/easa/ebt-module): 1. Requesting flap beyond limit speed 2. Flaps or slats in the wrong position for phase of flight or approach 3. Omitting an action as part of a procedure 4. Failing to initiate or complete a checklist 5. Using the wrong checklist for the situation | | | Intentionally blank | | | | | | | | | | | | | | | | | EVAL or SBT | Go-around management | | A | | APP | | Any threat or error that can result in circumstances that require a decision to perform a go-around, in addition to the execution of the go-around. Go-around scenarios should be fully developed to encourage effective leadership and teamwork, in addition to problem-solving and decision-making, plus execution using manual aircraft control or the flight management system(s) and automation as applicable. Design should include the element of surprise, and scenario-based go-arounds should not be predictable and anticipated. This topic is completely distinct from the go-around manoeuvre listed in the MT section that is intended only to practise psychomotor skills and a simple application of the procedures. | | | | Adverse-weather scenario leading to a reactive wind shear warning during approach | | | x | x | | | | | | | | | | | x | x | | | | | | | | | APP | | Adverse-weather scenario leading to a predictive wind shear warning during approach or go-around | | | | | | | x | x | | | | | | | | | | | x | x | | | | | | | | | APP | | Adverse-weather scenario, e.g. thunderstorm activity, heavy precipitation or icing forcing decision at or close to DA/MDA | | | | | | | x | | | | | | | | | | x | | x | x | | | | | | | | | APP | | DA with visual reference in heavy precipitation with doubt about the runway surface braking capability | | | | | | | x | | | | | | | | | | x | | x | x | | | | | | | | | APP | | Adverse-wind scenario resulting in increasing tailwind below DA (not reported) | | | | | | | | x | | | | | x | | | | x | | | | | | | | | | | | APP | | Adverse-wind scenario including strong gusts and/or crosswind out of limits below DA (not reported) | | | | | | | | x | | | | | x | | | | x | | | | | | | | | | | | APP | | Adverse-wind scenario including strong gusts and/or crosswind out of limits below 15 m (50 ft) (not reported) | | | | | | | | x | | | | | x | | | | x | | | | | | | | | | | | APP | | Lost or difficult communications resulting in no approach clearance prior to commencement of approach or final descent | | | | | | | x | | | | | x | | | | | | | x | | | | | | | | | | APP | | Birds: large flocks of birds below DA once visual reference has been established | | | | | | | | | | | | | x | | | | x | | x | | | | | | | | | | APP | | System malfunction, landing gear malfunction during the approach | | | | | | | | | | | | | | | | | | | | | | | | EVAL or SBT | Manual aircraft control | | A | | CLB CRZ DES APP | | Controls the flight path through manual control | | Demonstrate manual aircraft control skills with smoothness and accuracy as appropriate to the situation. Detect deviations through instrument scanning. Maintain spare mental capacity during manual aircraft control. Maintain the aircraft within the normal flight envelope. Apply knowledge of the relationship between aircraft attitude, speed and thrust. | | Flight with unreliable airspeed, which may or may not be recoverable | | | x | | | | | | x | | | | | | x | | x | | | | | | | | CLB CRZ DES APP | | Alternate flight control modes according to malfunction characteristics | | | | | | | x | | | | | | x | | | | | | | x | x | | | | | | | | CLB CRZ DES APP | | ACAS warning (resolution advisory) requires the pilot to descend or ATC calls for immediate descent (preferably during climb which requires a significant change in aircraft attitude) | | | | | | | x | x | | | | | x | | | | | | | | | | | | | | | | | | ACAS warning (resolution advisory) requires the pilot to climb or ATC calls for immediate climb (preferably during descent which requires a significant change in aircraft attitude). | | | x | | | | | x | | | | | x | | | | | | | | | | | | | | | | DES | | TAWS warning when deviating from planned descent routing, requiring immediate response | | | | | | | x | | | | | | x | | | x | | | | | | | | | | | | | TO | | Scenario immediately after take-off which requires an immediate and overweight landing | | | | | | | | | | | | x | x | | | x | x | | | | | | | | | | | | TO | | Adverse wind, crosswinds with or without strong gusts on take-off | | | | | | | x | | | | | | x | | | | | | | | | | | | | | | | TO | | Adverse weather, wind shear, wind shear encounter during take-off, with or without reactive warnings | | | | | | | x | | | | | | x | | | | | | x | | | | | | | | | | TO | | Engine failure during initial climb, typically 30-60 m (100-200 ft) (autopilot off) | | | | | | | x | x | | | | | x | | | | | | | x | | | | | | | | | CRZ | | Wind shear encounter scenario during cruise, significant and rapid change in wind speed or down/updrafts, without wind shear warning | | | | | | | x | | | | | x | | | | | x | | x | x | | | | | | | | | APP | | Adverse weather, wind shear, wind shear encounter with or without warning during approach | | | | | | | x | | | | | x | x | | | | | | x | | | | | | | | | | APP | | Adverse weather, deterioration in visibility or [cloud base](https://avioverse.aero/glossary/easa/cloud-base), or adverse wind, requiring a go-around from visual [circling](https://avioverse.aero/glossary/easa/circling) approach, during the visual segment | | | | | | | x | x | | | | x | x | | | | x | | x | x | | | | | | | | | APP | | Interception of the glide slope from above (correlation with unstable approach training) | | | | | | | | | | | | x | | | | | | | x | x | | | | | | | | | APP LDG | | Adverse wind, crosswinds with or without strong gusts on approach, final approach and landing (within and beyond limits) | | | | | | | x | | | | | | x | | | | x | | | | | | | | | | | | APP LDG | | Adverse weather, adverse wind, approach and landing in demanding weather conditions, e.g. turbulence, up and downdrafts, gusts and crosswinds including shifting wind directions | | | | | | | | | | | | | x | | | | x | | x | | | | | | | | | | APP LDG | | Circling approach manually flown at [night](https://avioverse.aero/glossary/easa/night) in minimum in-flight visibility to ensure ground reference, minimum environmental lighting and no glide slope guidance lights | | | | | | | x | | | | | | x | | | | | | x | x | | | | | | | | | APP LDG | | Runway incursion during approach, which can be triggered by ATC at various altitudes or by visual contact during the landing phase | | | | | | | x | | | | | | x | | | | | | x | | | | | | | | | | LDG | | Adverse wind, visibility, type-specific, special consideration for long-bodied aircraft, landing in minimum visibility for visual reference, with crosswind | | | | | | | x | x | | | | | x | | | | | | x | | | | | | | | | | LDG | | System malfunction, auto flight failure at DA during a low-visibility approach requiring a go-around flown manually | | | | | | | x | | | | | x | x | | | | | | x | | | | | | | | | | APP LDG | | Approach planned with autoland, followed by a failure below 1 000 ft requiring a manual go-around and an immediate landing due to fuel shortage | | | | | | | x | | | | | x | | | | x | | | x | | | | | | | | | | TO | | [In-seat instruction](https://avioverse.aero/glossary/easa/in-seat-instruction): Insufficient engine failure recovery, forcing the pilot monitoring to take over the flight controls | | | | | | | | x | | | | | x | | | | | | x | x | | | | | | | | | APP LDG | | In-seat instruction: Unstable approach on short final or long landing, forcing the pilot monitoring to take over the flight controls | | | | | | | | x | | | | | x | | | | | | x | x | | | | EVAL or SBT | Monitoring, cross-checking, error management, mismanaged aircraft state | | A | | ALL | | The scenarios should be realistic and relevant, and should be used for the purpose of demonstration and reinforcement of effective monitoring. Modules in the FSTD should be treated like those in an aircraft so that trainees have the opportunity to develop the competency with the practice of the right techniques and attitudes related to these topics through pilot performance, and that instructors have the opportunity to assess and train these topics in a realistic environment. As shown by the EBT data report, these topics are of key importance to improve safety in operations. In addition, the operator may also use these topics to develop scripted role-playing scenarios in the form of ISI. These scenarios cater for the need to monitor flight path excursions from the instructor pilot (PF), detect errors and make appropriate interventions, either verbally or by taking control as applicable. Demonstration scenarios may also be used. Demonstrated role-play should contain realistic and not gross errors, leading at times to a mismanaged aircraft state, which can also be combined with upset management training. | | Recognise mismanaged aircraft state. Observe the pilot’s behaviour: how the pilot is mitigating errors, performing cross-checking, monitoring performance and dealing with a mismanaged aircraft state, in order to ensure that observed deviations, errors and mistakes are taken as learning opportunities throughout the programme. Monitor flight path excursions. Detect errors and threats through proper cross-checking performance. Make appropriate interventions either verbally or by taking control if applicable. Take appropriate action if necessary. Restore the desired aircraft state. Identify and manage consequences. | | Deviations from the flight path, in pitch attitude, speed, altitude, bank angle | | | | x | | | | | | | | | | | x | | | | | | | | | | ALL | | In-seat instruction: Simple automation errors (e.g. incorrect mode selection, attempted engagement without the necessary conditions, entering wrong altitude or speed, failure to execute the desired mode) culminating in a need for direct intervention from the pilot monitoring, and where necessary taking control. | | | | | | | | x | | | | | | | | | | | x | | | | | | | | | | APP | | In-seat instruction: Unstable approach or speed/path/vertical rate not congruent with the required state for the given flight condition | | | | | | | x | x | | | | | | | | | | | x | x | | | | | | | | | LDG | | In-seat instruction: Demonstration exercise — recovery from bounced landing, adverse wind, strong gusts during landing phase, resulting in a bounce and necessitating recovery action from the pilot monitoring | | | | | | | x | | | | | | x | | | | | | x | | | | | | Unstable approach | | A | | DES APP | | Reinforce stabilised approach philosophy and adherence to defined parameters. Encourage go-arounds when crews are outside these parameters. Develop and sustain competencies related to the management of high-energy situations. | | | | ATC or terrain-related environment creating a high-energy descent with the need to capture the optimum profile to complete the approach in a stabilised configuration | | | x | | | | | x | | | | | | | x | | | | | | | | | | DES APP | | ATC or terrain-related environment creating a high-energy descent leading to unstable conditions and requiring a go-around | | | | | | | x | | | | | x | | | | | | | x | | | | | | | | | | APP | | Approach and landing in demanding weather conditions, e.g. turbulence, up and downdrafts, gusts and crosswinds including shifting wind directions | | | | | | | | | | | | | x | | | | x | | x | | | | | | | | | | APP | | Increasing tailwind on final approach (not reported) | | | | | | | x | x | | | | | | | | | x | | x | | | | | | | | | | APP LDG | | Crosswinds with or without strong gusts on approach, final approach and landing (within and beyond limits) | | | | | | | x | | | | | | x | | | | x | | | | | | | Section 5 — UPRT training topic with frequency (B). Evaluation phase, manoeuvres training phase or scenario-based training phase (EVAL, MT or SBT) | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | EVAL, MT or SBT | Upset prevention training | | B | | N/A | | Compliance with AMC1 or AMC2 to ORO.FC.220&230 Include upset prevention elements in Table 1 for the recurrent training programme in at least every cycle, such that all the elements are covered over a period not exceeding 3 years. The elements are numbered with letters from A to I in Table 1 of AMC1 ORO.FC.220&230. Each element is made up of several numbered components. According to the principles of EBT, covering one component should satisfy the requirement to cover the whole element of recognising and preventing the development of upset conditions. | | Early recognition and prevention of upset conditions. When the differences between LHS and RHS are not significant in the handling of the aircraft, UPRT may be conducted in either seat. | | See Table 1 of AMC1 ORO.FC.220&230: Elements and respective components of upset prevention training. | | | Intentionally blank | | | | | | | | | | | | | | | | | | | | | | CRZ | | Demonstration of the defined normal flight envelope and any associated changes in flight instruments, flight director systems, and protection systems. This should take the form of an instructor-led exercise to show the crew the points beyond which an upset condition could exist. | | | | | | | | | | | | x | | | | | | | | x | | x | | | | | | | TO APP | | Severe wind shear or wake turbulence during take-off or approach | | | | | | | | | | | | x | x | | | | x | | x | | | | | | | | | | CRZ | | As applicable and relevant to the aircraft type, demonstration at a suitable intermediate level, with turbulence as appropriate; practise steep turns and note the relationship between bank angle, pitch and stalling speed | | | | | | | | | | | | | x | | | | | | x | | | x | | | | | | | CRZ | | At the maximum cruise flight level for the current aircraft weight, turbulence to trigger overspeed conditions (if FSTD capability exists, consider use of the vertical wind component to add realism) | | | | | | | x | | | | | x | x | | | | | | x | | | | | | | | | | CRZ | | At the maximum cruise flight level for the current aircraft weight, turbulence and significant temperature rise to trigger low-speed conditions (if FSTD capability exists, consider use of the vertical wind component to add realism) | | | | | | | | | | | | x | x | | | | | | x | | | x | | | | | | | CRZ | | High-altitude loss of reliable airspeed | | | | | | | x | x | | | | | x | | | | | | x | x | | | | | | | | | CRZ | | High-altitude ACAS RA (where the RA is required to be flown in manual flight) | | | | | | | x | | | | | | x | | | | | | x | x | | | | Section 6 — Training topics with frequency (B) in alphabetical order. Evaluation phase or scenario-based training phase (EVAL or SBT) | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | EVAL, MT or SBT | Aircraft system malfunctions, including operations under MEL | | B | | ALL | | For full details, see the malfunction equivalency methodology. Any internal failure(s) apparent or not apparent to the crew Any item cleared by the MEL but having an impact upon flight operations — for instance, thrust reverser locked. Malfunctions to be considered should have one or more of the following characteristics: Immediacy Complexity Degradation of aircraft control Loss of primary instrumentation Management of consequences The operator should vary malfunctions for each characteristic over the EBT cycle. Unless specified otherwise in the operational suitability data, at least one malfunction with each characteristic should be included in every cycle. Combining characteristics should not reduce the number of malfunctions below seven for each cycle. For each [crew member](https://avioverse.aero/glossary/easa/crew-member), the characteristics of degraded control and loss of instrumentation should be in the role of pilot flying and the others may be in the role of pilot flying or pilot monitoring. For full details, see the malfunction equivalency methodology. | | Recognise system malfunction. Take appropriate action including correct stop/go decision. Apply the appropriate procedure correctly. Maintain aircraft control. Manage consequences. Apply crew operating procedures where necessary. Respond appropriately to additional system abnormalities associated with MEL dispatch. | | (i) System malfunctions that require immediate and urgent crew intervention or decision, e.g. fire, smoke, loss of pressurisation at high altitude, failures during take-off, brake failure during landing. (ii) System malfunctions that require complex procedures, e.g. multiple hydraulic system failures, smoke and fumes procedures, major electrical system failure. (iii) System malfunctions that result in significant degradation of flight controls in combination with abnormal handling characteristics, e.g. jammed flight controls, certain degradation of FBW control, jammed horizontal stabiliser; flaps and/or slats locked; other malfunctions that result in degraded flight controls. (iv) System failures that require monitoring and management of the flight path using degraded or alternative displays, unreliable primary flight path information, unreliable airspeed, e.g. flight with unreliable airspeed (v) System failures that require extensive management of their consequences (independent of operation or environment), e.g. fuel leak. | | | Intentionally blank | | | | | | | | | | | | | | | | | | | | | | TO | | MEL items with crew operating procedures applicable during take-off | | | | | | | | | | | | | | | | | x | | | | | x | | | | | | | TO | | Response to an additional factor that is affected by an MEL item (e.g. system failure, runway state) | | | | | | | | x | | | | | x | | | | x | | | | | x | | | | | | | GND | | Malfunction during preflight preparation and prior to departure | | | | | | | x | | | | | | | | | | x | | x | | | | | | | | | | CLB | | Malfunction after departure | | | | | | | x | | | | | | | | | | x | | x | | | x | | | | | | | ALL | | Malfunctions that require immediate attention (e.g. bleed fault during engine start, hydraulic failure during taxi) | | | | | | | x | | | | | | | | | x | | | | x | | | | | | | | | CLB CRZ | | Fuel leak (management of consequences) | | | | | | | x | | | | | | | | | x | | | x | | | x | | | | | | | TO | | Malfunction on take-off high speed below V1 | | | | | | | x | | | | | | | | | x | x | | | | | | | | | | | | TO | | Malfunction on take-off high speed above V1 | | | | | | | x | | | | | | | | | | x | | | | | | | | | | | | GND | | During taxi to the runway, a spurious brake temperature announcement. The crew had the correct brake temperature moments before the failure. | | | | | | | | | | | | | | | | x | x | | x | | | | | | | | | | TO | | Tyre failure during take-off | | | | | | | | | | | | | | | | x | x | | | x | | | | | | | | | TO | | Malfunction on initial climb | | | | | | | x | | | | | | | | | | x | | | | | | | | | | | | APP | | Malfunction on approach | | | | | | | x | | | | | | | | | | x | | | x | | | | | | | | | APP | | Malfunction on go-around | | | | | | | x | | | | | | | | | | x | | | x | | | | | | | | | LDG | | Malfunction during landing | | | | | | | x | x | | | | | x | | | | x | | x | | | | | EVAL or SBT | Engine failure | | B | | TO | | Any engine failure or malfunction, which causes loss or degradation of thrust that affects performance. This is distinct from the engine-out manoeuvres described in the MT section above, which are intended only to practise psychomotor skills and reinforce procedures to manage engine failures. | | Recognise engine failure. Take appropriate action. Apply the appropriate procedure correctly. Maintain aircraft control. Manage consequences. | | Engine failure or engine malfunction on take-off low speed | | | x | | | | | | x | | | | x | | | x | | | | | | | | | TO | | Engine failure or engine malfunction on take-off high speed below V1 | | | | | | | x | | | | | | x | | | | x | | | x | | | | | | | | | TO | | Engine failure or engine malfunction on take-off above V1 | | | | | | | x | | | | | | | | | | x | | x | x | | | | | | | | | TO | | Engine failure or engine malfunction on initial climb | | | | | | | x | | | | | | | | | | x | | x | | | | | | | | | | APP | | Engine malfunction | | | | | | | x | | | | | | | | | | x | | | x | | | | | | | | | CRZ | | Engine failure in cruise (with autopilot) | | | | | | | x | | | | x | | | | | | | | x | | | | | | | | | | LDG | | Engine failure or engine malfunction on landing | | | | | | | | | | | | | x | | | | | | | | | | | | Landing | | B | | LDG | | Pilots should have opportunities to practise landings in demanding situations at the defined frequency. Data indicates that landing problems have their roots in a variety of factors, including inappropriate decision-making, in addition to manual aircraft control skills if difficult environmental conditions exist. The purpose of this item is to ensure that pilots are exposed to this during the programme. | | Landing in demanding environmental conditions, with malfunctions as appropriate | | This topic should be combined with the adverse-weather topic, aircraft system malfunctions topic or any topic that can provide exposure to a landing in demanding conditions. | | | Intentionally blank | | | | | | | | | | | | | | | | | EVAL or SBT | Surprise | | B | | ALL | | The data analysed during the development of the EBT concept indicated substantial difficulties encountered by crews when faced with a threat or error, which was a surprise or an unexpected event. The element of surprise should be distinguished from what is sometimes referred to as the ‘startle factor’ — the latter being a physiological reaction. Wherever possible, consideration should be given towards variations in the types of scenario, times of occurrences and types of occurrence, so that pilots do not become overly familiar with repetitions of the same scenarios. Variations should be the focus of EBT programme design, and not left to the discretion of individual instructors, in order to preserve programme integrity and fairness. | | Exposure to an unexpected event or sequence of events at the defined frequency in order to build resilience. | | Rejected take-off | | | x | | | | | | x | | | | x | | | | | | | | | | | | | | | | | | Intentionally blank | | | Intentionally blank | | | | | | | | | | | | | | | | | EVAL or SBT | Terrain | | B | | ALL | | Alert, warning, or conflict | | Anticipate terrain threats. Prepare for terrain threats. Recognise unsafe terrain clearance. Take appropriate action. Apply the appropriate procedures correctly. Maintain aircraft control. Restore safe flight path. Manage consequences. | | ATC clearance giving insufficient terrain clearance | | | x | x | | | | | | | | x | | | | | | | | | | | | | ALL | | Demonstration of terrain avoidance warning systems (TAWS) (this scenario element may be done in an ISI.) | | | | | | | | | | | | | | | | | x | | x | x | | | | | | | | | TO CLB | | Engine failure where performance is marginal leading to TAWS warning | | | | | | | | x | | | | | x | | | | | | | x | | | | | | | | | DES APP | | ATC provides a wrong QNH | | | | | | | | x | | | | | | | | | | | x | | | | | | | | | | DES | | ‘Virtual mountain’ refers to the surprise element of an unexpected warning. Care should be exercised in creating a level of realism, so this can best be achieved by an unusual and unexpected change of route during the descent. | | | | | | | | | | | | | | | | | x | | x | x | | | | EVAL or SBT | Workload, distraction, pressure, stress | | B | | ALL | | This is not considered a topic for specific attention on its own, but more as a reminder to programme developers to ensure that pilots are exposed to immersive training scenarios which expose them to manageable high workload and distractions during the course of the EBT programme, at the defined frequency. | | Manage available resources efficiently to prioritise and perform tasks in a timely manner under all circumstances | | Intentionally blank | | | Intentionally blank | | | | | | | | | | | | | | | | | Section 7 — UPRT Upset recovery training topic with frequency (C). Evaluation phase, manoeuvres training phase or scenario-based training phase (EVAL, MT or SBT) | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | MT or SBT | Upset recovery | | C | | N/A | | Compliance with AMC1 or AMC2 to ORO.FC.220&230 Include the recovery exercises in Table 2 of AMC1 ORO.FC.220&230 for the recurrent training programme, such that all the exercises are covered over a period not exceeding 3 years. According to the principles of EBT, covering one component should satisfy the requirement to cover the whole element of recovery from developed upsets. The same principles apply to the exercises of components 2, 3 and 4 where one exercise may satisfy the requirement to cover the whole component. An [aeroplane](https://avioverse.aero/glossary/easa/aeroplane) upset is defined as an undesired aeroplane state in flight characterised by unintentional divergences from parameters normally experienced during line operations or training. An aeroplane upset may involve pitch and/or bank angle divergences as well as inappropriate airspeeds for the conditions. | | Recognise upset condition. Make timely and appropriate intervention. Take appropriate action. Assure timely and appropriate intervention. (AMC1 ORO.FC.220&230 Table 2 component 1) Assure aircraft control. Maintain or restore a safe flight path. Assess consequential issues. Manage outcomes. Consolidate the summary of aeroplane recovery techniques. (AMC1 ORO.FC.220&230 Table 2 component 5) Note: The operator should assess if the exercises should be practised for the either seat qualification. | | The example scenario elements may be done in ISI, as non-ISI or a combination of both. If done in ISI: The instructor should position the aircraft within but close to the edge of the validated training envelope before handing control to the trainee to demonstrate the restoration of normal flight. Careful consideration should be given to flying within the validated training envelope. | | | Intentionally blank | | | | | | | | | | | | | | | | | | | | | | | | | | | | Table 2 of AMC1 ORO.FC.220&230: Exercises for upset recovery training | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | A. | | Recovery from developed upsets | | | | | | | | | | | | | | | | | | | | | | | CLB DES | | 2. | | | | | | Recovery from stall events in the following configurations: take-off configuration, clean configuration low altitude, clean configuration near maximum operating altitude, and landing configuration during the approach phase. | x | | | | | | x | | | | | | x | x | | | | | | | | | CRZ | | 3. | | | | | | Recovery from nose high at various bank angles | x | | | | | | x | | | | | | x | x | | | | | | | | | CRZ | | 4. | | | | | | Recovery from nose low at various bank angles | x | | | | | | x | | | | | | x | x | | | | | | | | | CRZ | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | APP | | Demonstration at a normal cruising altitude. Set conditions and disable aircraft systems as necessary to enable trainee to perform stall recovery according to OEM instructions. | | | | | | | x | | | | | | x | | | | | | x | | | | | | | | | | CLB DES | | Demonstration at an intermediate altitude during early stages of the approach. Set conditions and disable aircraft systems as necessary to enable trainee to perform stall recovery according to OEM instructions. | | | | | | | x | | | | | | x | | | | | | x | | | | | | | | | | | | Recovery from a wake turbulence position with high-bank angle | | | x | | | | | | | | x | | x | | | | | | x | | | | | Section 8 — Training topics with frequency (C) in alphabetical order. Evaluation phase or scenario-based training phase (EVAL or SBT) | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | EVAL or SBT | Adverse wind | | C | | TO | | Adverse wind/crosswind. This includes tailwind but not ATC mis-reporting of the actual wind. | | Recognise adverse-wind conditions. Observe limitations. Apply the appropriate procedures. Maintain directional control and safe flight path. | | Take-off with different crosswind/tailwind/gust conditions | | | | | | | | | | | | | x | | | x | | | | | | | | | TO | | Take-off with unreported tailwind | | | | | | | | x | | | | | | | | x | | | | | | | | | | | | | TO | | Crosswinds with or without strong gusts on take-off | | | | | | | x | | | | | | x | | | | | | | | | | | | | | | | APP | | Wind exceeding limits on final approach (not reported) | | | | | | | x | x | | | | | | | | | x | | x | | | | | | | | | | APP | | Wind exceeding limits on final approach (reported) in manual aircraft control | | | | | | | x | x | | | | | x | | | | x | | | | | | | | | | | | APP | | Increasing tailwind on final approach (not reported) | | | | | | | x | x | | | | | | | | | x | | x | | | | | | | | | | APP | | Approach and landing in demanding weather conditions, e.g. turbulence, up and downdrafts, gusts and crosswind including shifting wind directions | | | | | | | | | | | | | x | | | | x | | x | | | | | | | | | | APP | | Adverse-wind scenario resulting in increasing tailwind below DA (not reported) | | | | | | | | x | | | | | x | | | | x | | | | | | | | | | | | APP | | Adverse-wind scenario including strong gusts and/or crosswind out of limits below DA (not reported) | | | | | | | | x | | | | | x | | | | x | | | | | | | | | | | | APP | | Adverse-wind scenario including strong gusts and/or crosswind out of limits below 15 m (50 ft) (not reported) | | | | | | | | x | | | | | x | | | | x | | | | | | | | | | | | APP LDG | | Crosswind with or without strong gusts on approach, final approach and landing (within and beyond limits) | | | | | | | x | | | | | | x | | | | x | | | | | | | | Approach, visibility close to minimum | | C | | APP | | Any situation where visibility becomes a threat | | Recognise actual conditions. Observe aircraft and/or procedural limitations. Apply the appropriate procedures if applicable. Maintain directional control and safe flight path. | | Approach in poor visibility | | | x | | | | x | | x | | | | | | | x | | | | | | | | | APP | | Approach in poor visibility with deteriorations necessitating a decision to perform a go-around | | | | | | | x | | | | x | | x | | | | | | | | | | | | | | | | LDG | | Landing in poor visibility | | | | | | | | | | | | | x | | | | x | | x | | | | | EVAL or SBT | ATC | | C | | ALL | | ATC error. Omission, miscommunication, garbled, poor quality transmission. All these act as distractions to be managed by the crew. The scenarios should be combined, where possible, with others of the same or higher weighting, the principal reason being to create distractions. | | Respond to communications appropriately. Recognise, clarify and resolve any ambiguities. Refuse or question unsafe instructions. Use standard phraseology whenever possible. | | ATC role-play: the instructor provides scripted instructions, as a distraction to the crew | | | x | x | | | | | | | | x | | | | | | | | | | | | | ALL | | Controller error, provided by the instructor according to a defined scripted scenario | | | | | | | x | x | | | | | | | | | x | | x | | | | | | | | | | ALL | | Frequency congestion, with multiple aircraft using the same frequency | | | | | | | | x | | | | | | | | | | | | | | | | | | | | | APP | | Destination temporarily closed | | | | | | | | | | | | | | | | x | x | | x | x | | | | | | | | | CRZ | | Rescue and firefighting services (RFFS) level reduction at destination | | | | | | | | x | | | | | | | | x | | | x | | | | | | | | | | APP | | Runway change before the interception of the localiser or similar navigation aid in azimuth | | | | | | | | | | | x | | | | | x | | | x | x | | | | | | | | | GND/TO | | Stray dogs at the opposite threshold runway | | | | | | | | x | | | | | | | | x | | | x | | | | | | | | | | ALL | | Poor quality transmissions | | | | | | | | x | | | | | | | | | | | | | | | | EVAL or SBT | Fire and smoke management | | C | | GND | | This includes engine, electric, pneumatic, cargo fire, smoke or fumes. | | Recognise fire, smoke or fumes Take appropriate action. Apply the appropriate procedure correctly. Maintain aircraft control. Manage consequences. | | Fire in cargo or cabin/cockpit at gate | | | x | x | | | | | | | | | x | | | x | | | | | | | | | GND | | Fire during taxi | | | | | | | x | x | | | | | | | | | x | | | x | | x | | | | | | | GND | | Fire with no cockpit indication | | | | | | | x | x | | | | | | | | | x | | | x | | x | | | | | | | TO | | Take-off low speed | | | | | | | x | | | | | | x | | | x | x | | | | | x | | | | | | | TO | | Fire or smoke on take-off high speed below V1 | | | | | | | x | | | | | | x | | | x | x | | | | | | | | | | | | TO | | Fire or smoke on take-off high speed above V1 | | | | | | | x | | | | | | | | | x | x | | | | | | | | | | | | TO | | Fire or smoke on Initial climb | | | | | | | x | | | | | | | | | x | x | | | | | | | | | | | | CRZ | | Cargo fire | | | | | | | | | | | | | | | | | x | | x | x | | | | | | | | | APP | | Engine fire in approach (extinguishable) | | | | | | | | x | | | | | | | | | x | | | | | | | | | | | | APP | | Engine fire in approach (non-extinguishable) | | | | | | | | x | | | | | | | | x | x | | | | | | | | | | | | CLB CRZ DES | | Lithium battery fire in the cockpit or cabin compartment | | | | | | | x | x | | | | | | | | x | x | | | x | | | | | | | | | APP | | Flight deck or cabin fire | | | | | | | | x | | | | | | | | x | x | | | | | x | | | | | | | GND | | Any of the example scenario elements above ending in an evacuation | | | | | | | | x | | | | | | | | x | x | | | x | | | | EVAL or SBT | Loss of communications | | C | | GND | | Lost or difficult communications due to either pilot mis-selection or a failure external to the aircraft. This could be for a few seconds or a total loss. | | Recognise loss of communications. Take appropriate action. Execute the appropriate procedure as applicable. Use alternative ways to communicate. Manage consequences. | | Loss of communications during ground manoeuvring | | | x | x | | | | | | | | | | | | | | | | | | | | | TO | | Loss of communications after take-off | | | | | | | x | | | | | | | | | | x | | | | | x | | | | | | | APP | | Loss of communications during approach phase, including go-around | | | | | | | x | x | | | | | | | | | x | | x | | | x | | EVAL or SBT | Managing loading, fuel, performance errors | | C | | ALL | | A calculation error by one or more pilots, or someone involved with the process, or the process itself, e.g. incorrect information on the load sheet | | Anticipate the potential for errors in load/fuel/performance data. Recognise inconsistencies. Manage/avoid distractions. Make changes to paperwork/aircraft system(s) to eliminate error. Identify and manage consequences. | | This can be a demonstrated error, in that the crew may be instructed to deliberately insert incorrect data — for example, to take off from an intersection with full-length performance information. The crew will be asked to intervene when acceleration is sensed to be lower than normal, and this may be part of the operator procedures, especially when operating mixed fleets with considerable variations in MTOM. | | | x | x | | | | | | | | | | | | x | | | | | | | | | GND | | Fuel ground staff on industrial action. Only limited amount of fuel available, which is below the calculated fuel for the flight. | | | | | | | | | | | | | | | | x | x | | x | x | | | | | | | | | GND | | Advise crew that there is a change of the load sheet figures during taxi to the runway. The crew may have limited time due to a calculated take-off time (CTOT) — ATC slot. | | | | | | | x | | | | | | | | | | | | | x | | | | | | | | | GND | | Braking action reported ‘medium’. The information is transmitted just before take-off. The flight is subject to a calculated take-off time (CTOT) — ATC slot. | | | | | | | | | | | | | | | | x | | | x | x | | | | EVAL or SBT | Navigation | | C | | GND | | External NAV failure. Loss of GPS satellite, ANP exceeding RNP, loss of external NAV source(s) | | Recognise a NAV degradation. Take appropriate action. Execute the appropriate procedure as applicable. Use alternative NAV guidance. Manage consequences. | | External failure or a combination of external failures degrading aircraft navigation performance on ground | | | x | | | | x | | | | | | x | | x | | | | | | | | | | TO CLB APP LDG | | External failure or a combination of external failures degrading aircraft navigation performance in flight | | | | | | | | x | | | | | | | | x | x | | x | | | | | | | | | | GND | | Standard initial departure change during taxi. The flight may be subject to a CTOT — ATC slot. | | | | | | | | | | | | | | | | x | | | x | x | | | | | | | | | APP | | Loss of runway lighting below decision height | | | | | | | | x | | | | | | | | | x | | x | | | | | | | | | | CRZ | | No fly zone: when the crew changes control frequency, the new ATCO informs the crew that they are flying over an unannounced ‘no fly zone’ that is not included in the NOTAMs. (To trigger such an event, the context may be as follows: an unexpected military conflict in the territory the aircraft is flying over or the crew is forced to re-route in flight and the new route flies over a city that has an important event such the Olympic games, a G20/G7 submit, or the route is flying near a space rocket launch close to the time of the launch, like the Guiana Space Centre, Cape Cañaveral, etc.). | | | | | | | | | | | | | | | | x | x | | x | | | | | | Operationsor type-specific | | C | | ALL | | Intentionally blank | | Intentionally blank | | Intentionally blank | | | Intentionally blank | | | | | | | | | | | | | | | | | | Operations of special airport approval | | C | | APP LDG | | See equivalency of approaches relevant to operations. | | The operator should comply with the national qualification requirements published in the aeronautical information publication (AIP). | | Intentionally blank | | | Intentionally blank | | | | | | | | | | | | | | | | | EVAL or SBT | Pilot incapacitation | | C | | TO | | Consequences for the non-incapacitated pilot | | Recognise incapacitation. Take appropriate action including correct stop/go decision. Apply the appropriate procedure correctly. Maintain aircraft control. Manage consequences. | | During take-off | | | x | x | | | | | | | | x | x | | | | | x | | | | | | | APP | | During approach | | | | | | | x | | | | | | x | | | | | | | x | | x | | EVAL or SBT | Runway or taxiway condition | | C | | GND TO LDG | | Contamination or surface quality of the runway, taxiway, or tarmac including foreign objects | | Recognise hazardous runway condition. Observe limitations. Take appropriate action. Apply the appropriate procedures correctly. Assure aircraft control. | | Planned anticipated hazardous conditions with dispatch information provided to facilitate planning and execution of appropriate procedures | | | | | | | | | | | | | x | | | | | x | | | | | | | GND TO LDG | | Unanticipated hazardous conditions, e.g. unexpected heavy rain resulting in flooded runway surface | | | | | | | | x | | | | | | | | x | x | | | | | | | | | | | | TO | | Take-off on runway with reduced cleared width due to snow | | | | | | | x | | | | | | x | | | x | | | x | | | | | | | | | | TO | | Stop/go decision in hazardous conditions | | | | | | | | | | | | | | | | x | x | | | x | | | | EVAL or SBT | Traffic | | C | | CLB CRZ DES | | Traffic conflict. ACAS RA or TA, or visual observation of conflict, which requires evasive manoeuvring | | Anticipate potential loss of separation. Recognise loss of separation. Take appropriate action. Apply the appropriate procedure correctly. Maintain aircraft control. Manage consequences. | | ACAS warning that requires crew intervention | | | | x | | | | | | | | | x | | x | x | | | | | | | | | | | | | | | Dilemma: Visual acquisition of conflicting traffic followed by an ACAS warning (resolution advisory) triggered by the same or other traffic. Even if the traffic is in sight, the pilot should follow the RA. | | | x | | | | x | | x | | | | | | | | | | | | | | | | | | | | | | While in descent, ACAS warning (traffic advisory) of an aircraft below. The crew should not initiate an avoidance manoeuvre based on TA (except decreasing the rate of descent unless otherwise instructed by ATC, etc.). This example scenario can be done during climb with conflicting traffic above. | | | x | | | | | | | | | x | x | | | | | | | | Wind shear recovery | | C | | TO | | With or without warnings including predictive. A wind shear scenario is ideally combined with an adverse-weather scenario containing other elements. | | Anticipate potential for wind shear. Avoid known wind shear or prepare for suspected wind shear. Recognise wind shear encounter. Take appropriate action. Apply the appropriate procedure correctly. Assure aircraft control. Recognise out of wind shear condition. Maintain or restore a safe flight path. Assess consequential issues and manage outcomes. | | Predictive wind shear warning during take-off | | | | | | | | | | | | x | x | | | | | | | | | | | | TO | | Wind shear encounter during take-off | | | | | | | x | | | | | | | | | x | x | | | | | | | | | | | | TO | | Wind shear encounter after [rotation](https://avioverse.aero/glossary/easa/rotation) | | | | | | | | | | | | | | | | | x | | | x | | | | | | | | | TO | | Predictive wind shear after rotation | | | | | | | | | | | | | | | | x | x | | | | | | | | | | | | APP | | Predictive wind shear during approach | | | | | | | x | | | | | | | | | x | x | | | | | | | | | | | | APP | | Wind shear encounter during go-around | | | | | | | x | | | | | | | | | x | x | | | x | | | | | | | | | APP | | Wind shear encounter during approach | | | | | | | x | | | | | | | | | x | x | | | | | | END GEN2 TURBOPROP AMC · AMC6 ORO.FC.232 — Regulation (EU) No 965/2012 · ED Decision 2022/014/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026 AMC Acceptable means of compliance ## AMC8 ORO.FC.232 EBT programme assessment and training topics SCENARIO ELEMENTS AND [COMPETENCY](https://avioverse.aero/glossary/easa/competency) MAPPING (a) The operator may develop scenario elements and a competency map that are more relevant to its operation. (b) When developing scenario elements, the operator should ensure that there can be no negative training when asking pilots to induce their own errors. (c) Competencies mapped are those considered critical in managing the scenario. They are determined according to the following principles: (1) those competencies considered most critical to the successful management of the defined threat or error; or (2) those competencies most likely to be linked to the root cause of poor performance in the case of unsuccessful management of a defined threat or error. (d) The competency map may indicate scenarios or combinations of scenarios for development of particular competencies. (e) The competency map indicates the most critical competencies suggested by design, but the instructor should always assess all observed competencies. AMC · AMC8 ORO.FC.232 — Regulation (EU) No 965/2012 · ED Decision 2021/002/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026 GM Guidance material ## GM1 ORO.FC.232 EBT programme assessment and training topics TABLE OF ASSESSMENT AND TRAINING TOPICS The assessment and training topics usually have several example scenario elements. At least one example scenario element is selected (e.g. Gen 4 topic ‘[Go-around](https://avioverse.aero/glossary/easa/go-around)’ in MT has three example scenario elements — the operator may choose one at each module (frequency A)). Flight phase for activation: | Abbreviation | Flight phase | Description | | ------------ | ------------------------------------------------------ | -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | | GND (1) | Flight planning, preflight, engine start & taxi-out | Ground phases up to when the crew increases thrust for taking-off | | | Taxi-in, engine shutdown, post-flight & flight closing | From the speed that permits the [aircraft](https://avioverse.aero/glossary/easa/aircraft) to be manoeuvred by means of taxiing for arriving at a parking area until the crew completes post-flight and flight closing duties. | | TO (2) | Take-off | This phase begins when the crew increases the thrust for taking-off. It ends after the speed and configuration are established at a defined manoeuvring altitude or to continue the climb for cruise. | | CLB (3) | Climb | This phase begins when the crew establishes the aircraft at a defined speed and configuration enabling the aircraft to increase altitude for the purpose of cruise. It ends with the aircraft established at a predetermined constant initial cruise altitude at a defined speed. | | CRZ (4) | Cruise | The cruise phase begins when the crew establishes the aircraft at a defined speed and predetermined constant initial cruise altitude and proceeds in the direction of a destination. It ends with the beginning of descent for an approach. | | DES (5) | Descent | This phase begins when the crew departs the cruise altitude for an approach at a particular destination. It ends when the crew initiates changes in aircraft configuration and/or speed to facilitate a landing on a particular runway. | | APP (6) | Approach | This phase begins when the crew initiates changes in aircraft configuration and/or speeds enabling the aircraft to manoeuvre for landing on a particular runway. It ends when the aircraft is in the landing configuration and the crew is dedicated to land on a specific runway. It also includes go-around where the crew aborts the descent to the planned landing runway during the approach phase. Go-around ends after speed and configuration are established at a defined manoeuvring altitude or to continue the climb for cruise. | | LDG (7) | Landing | This phase begins when the aircraft is in the landing configuration and the crew is dedicated to touchdown on a specific runway. It ends when the speed permits the aircraft to be manoeuvred by means of taxiing for arrival at a parking area. | | ALL (8) | All | Any or all phases of flight | GM · GM1 ORO.FC.232 — Regulation (EU) No 965/2012 · ED Decision 2021/002/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026 GM Guidance material ## GM2 ORO.FC.232 EBT programme assessment and training topics [COMPETENCY](https://avioverse.aero/glossary/easa/competency) MAP PROCESS Note 1. The competency map process may be done in teams of instructors. Then the results are compared and reconciled by a small group of subject matter experts (SMEs). Note 2. It is always easy to map SAW or KNO as the underlying competency, but there are almost invariably other competencies, especially when there is ineffective management, so the intent should be to balance the mapping of SAW or KNO and map the other predominant competencies within the scenario. GM · GM2 ORO.FC.232 — Regulation (EU) No 965/2012 · ED Decision 2021/002/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026 AMC Acceptable means of compliance ## AMC1 ORO.FC.232(b)(1) EBT programme assessment and training topics EBT DATA REPORT (a) The data report is a large-scale comprehensive study of operational data. It identifies the areas of pilot training for improvement, providing the prioritisation of germane and relevant training topics to guide in the construction of suitable EBT programmes. The data report uses other studies, a variety of data sources and/or varied methodology to mitigate the inherent bias associated with individual types of data sources. (b) The data report should: (1) be endorsed or developed by the competent authority, EASA or ICAO; (2) be reviewed by a team of experts in pilot training, representing airline operators, pilot associations, regulators, and original equipment manufacturers (OEM); (3) use data or information (training data, operational data and safety data) from the following sources: (i) accident investigation bodies; (ii) competent authorities; (iii) OEM — [aircraft](https://avioverse.aero/glossary/easa/aircraft); (iv) EASA safety information; (v) operators; and (vi) studies or reports (aviation or scientific); (4) analyse the data with the following objectives: (i) to substantiate the need for change in the assessment and training programmes for commercial transport pilots; (ii) to provide evidence from data analyses to support the derivation of training topics, prioritised according to aircraft generation; (iii) to challenge and/or corroborate the other sources of data (e.g. Training Criticality Survey and Training Guidance) with operational data; (iv) to provide feedback regarding the effectiveness of changes implemented through the adoption of [competency-based training](https://avioverse.aero/glossary/easa/competency-based-training) methodologies; and (v) to validate or ascertain practices, findings or conclusions made previously by the industry; (5) include the studies and define the use of such studies in the data report following the criteria below: (i) The study is relevant from a training perspective (e.g. if incorporating a training change mitigates the risk found in the study). (ii) There is evidence that it will assist with the identification of competencies to be developed in training in order to mitigate risks encountered in the evolving operational environment. (iii) The findings of the study will be corroborative or challenging across the spectrum of the analysis made in the data report. (iv) The study allows the analysis and comparison of the data or findings in the data report and it is coming from industry-respected research or studies; (6) include an evidence table for the purpose of: (i) integrating the evidence of the analyses in points (4) and (5); (ii) identifying meaningful patterns; (iii) enabling the grouping of evidence to support the key findings; and (iv) facilitating the prioritisation of results; and (7) include a prioritisation of the training topics for the purpose of translating data into useful events and scenarios to assess and develop pilot performance (assessment and training topics). The prioritisation shall: (i) systematically rank threats, errors and competencies along with the factors leading to accidents and serious incidents from multiple data sources to formulate a table of assessment and training topics; (ii) be performed for each of the generations of aircraft. This allows highlighting the differences and commonalities between generations; and (iii) ensure sufficient flexibility in the process to allow enhancement of the training programmes according to the type of operation, culture and type of aircraft. AMC · AMC1 ORO.FC.232(b)(1) — Regulation (EU) No 965/2012 · ED Decision 2021/002/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026 AMC Acceptable means of compliance ## AMC1 ORO.FC.232(b)(3) EBT programme assessment and training topics [AIRCRAFT](https://avioverse.aero/glossary/easa/aircraft) TYPES BY GENERATIONS The operator should only develop an EBT programme for aircraft types for which there is a table of assessment and training topics. | | | | | ------------------------ | ---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | | Generation 4 — Jet) | From 1988. EFIS cockpit — FMS equipped FADEC Fly-by-wire control systems Advanced flight envelope protection Integrated auto flight control system — navigation performance, and terrain avoidance systems Generation fatal accident average rate: 0,1/million flights | A318/A319/A320/A321 (including neo), A330, A340-200/300, A340-500/600, B777, A380, B787, A350, Bombardier C Series (A220), Embraer E170/E175/E190/E195 | | Generation 3 — Jet | From 1969 EFIS cockpit — FMS equipped FADEC Integrated auto flight control system — navigation performance, and terrain avoidance systems Basic flight envelope protection — stick shaker/pusher Generation fatal accident average rate: 0,2/million flights | A310/A300-600, B737-300/400/500, B737-600/700/800 (NG), B737 MAX, B757, B767, B747-400, B747-8, B717, BAE 146, MD11, MD80, MD90, F70, F100, Bombardier CRJ Series, Embraer ERJ 135/145 | | Generation 3 — Turboprop | From 1992 EFIS cockpit — FMS equipped EEC/ECU or higher engine control Integrated auto flight control system — navigation performance and terrain avoidance systems Basic flight envelope protection — stick shaker/pusher | ATR 42-600, ATR 72-600, Bombardier Dash 8-400, BAE ATP, Saab 2000 | | Generation 2 — Jet | From 1964. Integrated auto-flight system. EEC/ECU or higher engine control Analogue/CRT instrument display Basic flight envelope protection — stick shaker/pusher Generation fatal accident average rate: 0,7/million flights | A300 (except A300-600), BAC111, B727, B737-100/200, B747-100/200/300, DC9, DC10, F28, L1011 | | Generation 2 — Turboprop | From 1964 Analogue/CRT instrument display EEC/ECU Basic flight envelope protection — stick shaker/pusher Integrated auto flight control system | ATR 42, ATR 72 (all series except -600), BAE J-41, Fokker F27/50, Bombardier Dash 7 and Dash 8-100/200/300 Series, Convair 580-600 Series, Shorts 330 and 360, Saab 340, Embraer 120 | | Generation 1 — Jet | From 1952 First commercial jets. Manual engine control Analogue instrument display Not integrated auto flight control system Basic flight envelope protection — stick shaker/pusher, attitude warning Generation fatal accident average rate: 3.0/million flights | DC8, B707 | AMC · AMC1 ORO.FC.232(b)(3) — Regulation (EU) No 965/2012 · ED Decision 2021/002/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026 [All rules in SUBPART FC: FLIGHT CREW](https://avioverse.aero/regulations/easa/air-ops/part-oro/subpart-fc) Consolidated from the EASA Easy Access Rules (revision 27 Mar 2026, extracted 13 Oct 2026) for convenience. Not the official publication — verify against the Official Journal of the European Union and the EASA publications before operational use.