When an FSTD has the FCS indicated as 'T' in the training matrices, what is the minimum level of training that can be conducted in it according to AMC1 Appendix 9 Section A point 1f?

The minimum fidelity level is 'Training' (T), meaning the FSTD may be used to commence and practise the training task during a type rating course, but the task should not be completed to proficiency for the purpose of issuing or renewing a type rating.

Under what conditions may a touchscreen representation be used for the 'Flight deck layout and structure' feature at TP level and what is the additional requirement if it is used?

At TP level, in general, the 'Flight deck layout and structure' and 'Flight controls forces and hardware' features should have tactile hardware unless the specific aircraft type is equipped with touchscreen devices. For some training tasks where a 'Representative' (R) fidelity is indicated at TP level, a touchscreen representation may be allowed according to CS-FSTD Issue 1, but if those tasks are completed in an FSTD with touchscreen representation, elements of those tasks should additionally be completed in an FSTD with tactile hardware.

Which aeroplane take-off or landing training task is the exception that requires a specific fidelity level for the 'Navigation' feature?

For the aeroplane task 2.2 'Instrument take-off' at TP level, the 'Navigation' feature fidelity is 'S' (Specific). For all other take-off and landing training tasks in the fixed-wing matrix, the 'Navigation' feature fidelity is 'N' (None).

Can an FSTD with differences in fidelity across flight deck representations of aircraft system interfaces still be used for a training task, and how is that determination made?

Yes. When an FSTD has differences in fidelity levels across flight deck representation of aircraft system interfaces or any omitted/non-interactive system interfaces, its use for a particular task is determined based on an assessment of the adequacy of aircraft system interfaces and their fidelity level, performed in accordance with point ORA.ATO.135(b)(1).

What fidelity level for 'Aircraft systems' is recommended at T level when an aircraft type shows significant differences between variants?

At T level, the FCSs for aeroplane system and abnormal/emergency tasks (Sections 3.4 and 3.6) show a 'Representative' (R) fidelity for 'Aircraft systems'. If an aircraft type has significant differences between variants for certain systems, training providers should consider using an FSTD with a 'Specific' (S) fidelity when providing training for a particular variant.

How should FCSs be combined when a training task is executed in conjunction with another task, and what is the specific rule for the 'Navigation' feature in such combinations?

When combining training tasks, the FCSs should be combined by taking, for each feature, the highest fidelity level indicated for those tasks. For take-off/landing tasks followed by or following instrument departures/arrivals, they should be combined and the highest resulting fidelity level for the 'Navigation' feature should be taken.

For which training tasks are motion and vibration cues required, and for which are they generally not required?

Motion cues and, where needed, vibration cues should be required for specific training tasks that require dynamic manoeuvring and significant changes of attitude, such as one-engine simulated inoperative procedures, or circling and visual approaches for aeroplanes. In general, motion and vibration cues should not be required for instrument flight procedures.

Which aircraft categories are the training matrices in point (a)(3) of AMC1 Appendix 9 Section A point 1f applicable to?

The matrices apply to multi-pilot aeroplanes and single-pilot high-performance complex aeroplanes for the aeroplane matrix, and to helicopters for the helicopter matrix.

AMC1 to Appendix 9 Section A point 1f Training, skill test and proficiency check for the MPL, and the ATPL, and for type and class ratings, and proficiency checks for the BIR and the IR

Q: For aeroplane task 3.6.7 (flight crew incapacitation) or helicopter task 4.6 (crew incapacitation), what is the basis for determining the suitability of the FSTD?

The suitability of the FSTD should be determined based on the assessment in accordance with point ORA.ATO.135(b)(1) of Annex VII (Part-ORA) of Regulation (EU) No 1178/2011.

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AMC1 to Appendix 9 Section A point 1f Training, skill test and proficiency check for the MPL, and the ATPL, and for type and class ratings, and proficiency checks for the BIR and the IR

ED Decision 2026/006/R

TRAINING MATRICES FOR TYPE RATING TRAINING

(a) General

(1) The training matrices should be used to support the design of a type rating training course in accordance with the task-to-tool methodology described in AMC5 ORA.ATO.125.

(2) This AMC illustrates, for each training task, the minimum fidelity levels that, for each of its features, an FSTD with an FCS or assigned FCS should have.

For each training task, the following is given:

(i) T (Training): The minimum FCSor assigned FCS that an FSTD should have for the introduction of a training task. In such an FSTD, the relevant training task may be commenced and practised during a type rating course in accordance with Part-FCL, but it should not be completed to proficiency for the purpose of issuing or renewing a type rating.

(ii) TP (Training to Proficiency): The minimum FCS or assigned FCS that an FSTD should have for the completion of a training task. To complete the relevant training task to proficiency, as required by Appendix 9 to Part-FCL for the purpose of issuing or renewing a type rating, such an FSTD should be used.

(3) When, in accordance with AMC5 ORA.ATO.125, determining the suitability of an FSTD with an FCS or assigned FCS for the introduction, or completion to proficiency, of training tasks, the following training matrices should be used:

(i) for multi-pilot aeroplanes and for single-pilot high-performance complex aeroplanes:

	Manoeuvres/Procedures	Training to Proficiency (TP) / Training (T)	1. Flight deck layout and structure	2. Flight control forces and hardware	3. Flight controls systems operation	4. Aircraft systems	5. Performance and handling on ground	6. Performance and handling in ground effect	7. Performance and handling out of ground effect	8. Sound cueing	9. Vibration cueing	10. Motion cueing	11. Visual cueing	12. Navigation	13. Atmosphere and weather	14. Operating sites and terrain
Section 1 — Flight preparation
1.1	Performance calculation	TP	-	-	-	-	-	-	-	-	-	-	-	-	-	-
1.1	Performance calculation	T	-	-	-	-	-	-	-	-	-	-	-	-	-	-
1.2	Aeroplane external visual inspection; location of each item and purpose of inspection	TP	-	-	-	-	-	-	-	-	-	-	-	-	-	-
1.2		T	-	-	-	-	-	-	-	-	-	-	-	-	-	-
1.3	Cockpit inspection	TP	S	R	G	S	G	N	N	N	N	N	N	N	G	N
1.3	Cockpit inspection	T	R	R	G	R	G	N	N	N	N	N	N	N	G	N
1.4	Use of checklist prior to starting engines, starting procedures, radio and navigation equipment check, selection and setting of navigation and communication frequencies	TP	S	R	G	S	G	N	N	R	R	G	G	S	R	G
1.4		T	G	N	G	R	G	N	N	G	N	N	N	R	G	N
1.5	Taxiing in compliance with ATC instructions or instructions of instructor	TP	S	S	S	S	S	N	N	R	R	S	R	S	R	G
1.5		T	G	R	R	R	R	N	N	G	N	N	R	R	G	G
1.6	Before take-off checks	TP	S	S	S	S	R	N	N	R	R	R	R	S	R	G
1.6	Before take-off checks	T	G	G	G	R	G	N	N	G	N	N	N	R	G	N
Section 2 — Take-offs
2.1	Normal take-offs with different flap settings, including expedited take-off	TP	S	S	S	S	S	S	S	R	R	S	S	N	R	R
2.1		T	R	R	R	R	R	R	R	G	N	N	R	N	G	G
2.2	Instrument take-off; transition to instrument flight is required during rotation or immediately after becoming airborne	TP	S	S	S	S	S	S	S	R	R	S	S	S	R	R
2.2		T	R	R	R	R	R	R	R	G	N	N	R	R	G	G
2.3	Crosswind take-off	TP	S	S	S	S	S	S	S	R	R	S	S	N	R	R
2.3	Crosswind take-off	T	R	R	R	R	R	R	R	G	N	R	R	N	G	G
2.4	Take-off at maximum take-off mass (actual or simulated maximum take-off mass)	TP	S	S	S	S	S	S	S	R	R	S	S	N	R	R
2.4		T	R	R	R	R	R	R	R	G	N	N	R	N	G	G
2.5.1	Take-offs with simulated engine failure shortly after reaching V2	TP	S	S	S	S	S	S	S	R	R	S	S	N	R	R
2.5.1		T	R	R	R	R	R	R	R	G	G	R	R	N	G	G
2.5.2	Take-offs with simulated engine failure between V1 and V2	TP	S	S	S	S	S	S	S	R	R	S	S	S	S	S
2.5.2	Take-offs with simulated engine failure between V1 and V2	T	R	R	R	R	R	R	R	G	G	R	R	N	G	G
2.6	Rejected take-off at a reasonable speed before reaching V1	TP	S	S	S	S	S	N	N	R	R	S	S	N	R	R
2.6	Rejected take-off at a reasonable speed before reaching V1	T	R	R	R	R	R	N	N	G	G	R	R	N	G	G
Section 3 – Flight manoeuvres and procedures
3.1	Manual flight with and without flight directors (no autopilot, no autothrust/autothrottle, and at different control laws, where applicable)	TP	R	S	S	S	N	N	S	G	R	R	R	N	G	N
3.1		T	G	R	R	R	N	N	R	N	N	N	G	N	G	N
3.1.1	At different speeds (including slow flight) and altitudes within the FSTD training envelope	TP	R	S	S	S	N	N	S	G	R	R	R	N	G	N
3.1.1		T	G	R	R	R	N	N	R	N	N	N	G	N	G	N
3.1.2	Steep turns using 45° bank, 180° to 360° left and right	TP	R	S	S	S	N	N	S	G	R	R	R	N	G	N
3.1.2	Steep turns using 45° bank, 180° to 360° left and right	T	G	R	R	R	N	N	R	N	N	N	G	N	G	N
3.1.3	Turns with and without spoilers	TP	R	S	S	S	N	N	S	G	R	R	R	N	G	N
3.1.3	Turns with and without spoilers	T	G	R	R	R	N	N	R	N	N	N	G	N	G	N
3.1.4	Procedural instrument flying and manoeuvring including instrument departure and arrival, and visual approach	TP	S	S	S	S	N	N	S	G	R	R	R	S	G	G
3.1.4		T	G	R	R	R	N	N	R	N	N	N	G	R	G	G
3.2	Tuck under and Mach buffets (if applicable), and other specific flight characteristics of the aeroplane (e.g. Dutch Roll)	TP	S	S	S	S	S	S	S	G	S	S	S	S	S	S
3.2		T	G	R	R	R	N	N	R	N	G	G	G	N	G	N
3.3	Normal operation of systems and controls engineer’s panel (if applicable)	TP	R	N	N	S	N	N	N	N	N	N	N	N	G	N
3.3		T	G	N	N	R	N	N	N	N	N	N	N	N	G	N
Section 3.4 – Normal and abnormal operations of following systems
3.4.0	Engine (if necessary, propeller)	TP	S	S	S	S	N	N	S	R	R	R	N	N	G	N
3.4.0	Engine (if necessary, propeller)	T	G	G	G	R	N	N	G	G	N	N	N	N	G	N
3.4.1	Pressurisation and air conditioning	TP	R	N	G	S	N	N	G	N	N	N	N	N	G	N
3.4.1	Pressurisation and air conditioning	T	G	N	G	R	N	N	G	N	N	N	N	N	G	N
3.4.2	Pitot/static system	TP	R	N	G	S	N	N	G	N	N	N	N	N	G	N
3.4.2	Pitot/static system	T	G	N	G	R	N	N	G	N	N	N	N	N	G	N
3.4.3	Fuel system	TP	R	N	G	S	N	N	G	N	N	N	N	N	G	N
3.4.3	Fuel system	T	G	N	G	R	N	N	G	N	N	N	N	N	G	N
3.4.4	Electrical system	TP	R	N	G	S	N	N	G	N	N	N	N	N	G	N
3.4.4	Electrical system	T	G	N	G	R	N	N	G	N	N	N	N	N	G	N
3.4.5	Hydraulic system	TP	R	N	G	S	N	N	G	N	N	N	N	N	G	N
3.4.5	Hydraulic system	T	G	N	G	R	N	N	G	N	N	N	N	N	G	N
3.4.6	Flight control and trim system	TP	R	S	S	S	N	N	S	N	R	R	N	N	G	N
3.4.6	Flight control and trim system	T	G	R	R	R	N	N	G	N	N	N	N	N	G	N
3.4.7	Anti-icing/de-icing system, glare shield heating	TP	R	N	G	S	N	N	S	N	R	R	R	N	R	N
3.4.7	Anti-icing/de-icing system, glare shield heating	T	G	N	G	R	N	N	G	N	N	N	N	N	R	N
3.4.8	Autopilot/flight director	TP	S	R	R	S	N	N	S	N	N	N	N	R	G	N
3.4.8	Autopilot/flight director	T	G	G	G	R	N	N	G	N	N	N	N	R	G	N
3.4.9	Stall warning devices or stall avoidance devices, and stability augmentation devices	TP	R	R	R	S	N	N	S	N	N	N	N	N	G	N
3.4.9		T	G	N	G	R	N	N	G	N	N	N	N	N	G	N
3.4.10	Ground proximity warning system, weather radar, radio altimeter, transponder	TP	R	R	R	S	N	N	S	N	N	N	N	N	R	R
3.4.10		T	G	N	G	R	N	N	G	N	N	N	N	N	G	R
3.4.11	Radios, navigation equipment, instruments, FMS	TP	R	N	G	S	N	N	G	N	N	N	N	S	R	G
3.4.11	Radios, navigation equipment, instruments, FMS	T	G	N	G	R	N	N	G	N	N	N	N	S	G	G
3.4.12	Landing gear and brake	TP	R	S	S	S	S	S	S	R	R	R	G	N	G	G
3.4.12	Landing gear and brake	T	G	R	R	R	R	R	R	G	N	N	N	N	G	N
3.4.13	Slat and flap system	TP	R	S	S	S	S	S	S	N	N	R	N	N	G	N
3.4.13	Slat and flap system	T	G	R	R	R	R	R	R	N	N	N	N	N	G	N
3.4.14	Auxiliary power unit (APU)	TP	R	N	G	S	N	N	G	N	N	N	N	N	G	N
3.4.14	Auxiliary power unit (APU)	T	G	N	G	R	N	N	G	N	N	N	N	N	G	N
Section 3.6 — Abnormal and emergency procedures
3.6.1	Fire drills e.g. engine, APU, cabin, cargo compartment, flight deck, wing and electrical fires including evacuation	TP	R	N	G	S	N	N	G	N	R	R	N	N	G	N
3.6.1		T	G	N	G	R	N	N	G	N	N	N	N	N	G	N
3.6.2	Smoke control and removal	TP	R	N	G	S	N	N	G	N	N	N	N	N	G	N
3.6.2	Smoke control and removal	T	G	N	G	R	N	N	G	N	N	N	N	N	G	N
3.6.3	Engine failures, shutdown and restart at a safe height	TP	S	S	S	S	N	N	S	R	R	R	N	N	G	N
3.6.3	Engine failures, shutdown and restart at a safe height	T	G	G	G	R	N	N	G	G	N	N	N	N	G	N
3.6.4	Fuel dumping (simulated)	TP	R	N	G	S	N	N	G	N	N	N	N	N	G	N
3.6.4	Fuel dumping (simulated)	T	G	N	G	R	N	N	G	N	N	N	N	N	G	N
3.6.5	Wind shear at take-off/landing	TP	S	S	S	S	S	S	S	R	R	S	S	S	S	S
3.6.5	Wind shear at take-off/landing	T	R	R	R	R	R	R	R	G	N	N	R	N	R	G
3.6.6	Simulated cabin pressure failure/emergency descent	TP	S	R	R	S	N	N	S	G	R	R	N	N	G	R
3.6.6	Simulated cabin pressure failure/emergency descent	T	G	G	G	R	N	N	R	N	N	N	N	N	G	N
3.6.7	Incapacitation of flight crew member	TP	-	-	-	-	-	-	-	-	-	-	-	-	-	-
3.6.7	Incapacitation of flight crew member	T	-	-	-	-	-	-	-	-	-	-	-	-	-	-
3.6.8	Other emergency procedures as outlined in the appropriate aeroplane flight manual (AFM)	TP	-	-	-	-	-	-	-	-	-	-	-	-	-	-
3.6.8		T	-	-	-	-	-	-	-	-	-	-	-	-	-	-
3.6.9	TCAS event	TP	S	S	S	S	S	S	S	R	R	S	S	S	S	S
3.6.9	TCAS event	T	G	R	R	R	N	N	G	N	N	N	N	N	G	N
Section 3.7 — Upset prevention and recovery
3.7.1	Recovery from stall events in: — take-off configuration — clean configuration at low altitude — clean configuration near maximum operating altitude — landing configuration	TP	S	S	S	S	S	S	S	R	S	S	S	S	S	S
3.7.1		T	S	S	S	S	S	S	S	R	S	S	S	S	S	S
3.7.2	The following upset exercises: — recovery from nose-high at various bank angles; and — recovery from nose-low at various bank angles	TP	S	S	S	S	S	S	S	R	S	S	S	S	S	S
3.7.2		T	S	S	S	S	S	S	S	R	S	S	S	S	S	S
Section 3.8 — Instrument flight procedures
3.8.1	Adherence to departure and arrival routes and ATC instructions	TP	R	R	R	S	N	N	R	G	N	N	N	S	R	N
3.8.1		T	G	G	G	R	N	N	G	N	N	N	N	R	G	N
3.8.2	Holding procedures	TP	R	R	R	S	N	N	R	G	N	N	N	S	R	N
3.8.2	Holding procedures	T	G	G	G	R	N	N	G	N	N	N	N	R	G	N
3.8.3.1	3D operations to DH/A of 200 ft (60 m) or to higher minima if required by the approach procedure manually, without flight director	TP	S	S	S	S	N	N	S	R	N	R	R	S	R	G
3.8.3.1		T	G	R	R	R	N	N	G	G	N	N	G	R	G	G
3.8.3.2	3D operations to DH/A of 200 ft (60 m) or to higher minima if required by the approach procedure manually, with flight director	TP	S	S	S	S	N	N	S	R	N	R	R	S	R	G
3.8.3.2		T	G	R	R	R	N	N	G	G	N	N	G	R	G	G
3.8.3.3	3D operations to DH/A of 200 ft (60 m) or to higher minima if required by the approach procedure with autopilot	TP	S	S	S	S	N	N	S	R	N	N	R	S	R	G
3.8.3.3		T	G	G	G	R	N	N	G	G	N	N	G	R	G	G
3.8.3.4	3D operations to DH/A of 200 ft (60 m) or to higher minima if required by the approach procedure manually, with one engine simulated inoperative during final approach, either until touchdown or through the complete missed approach procedure (as applicable), starting: (i) before passing 1 000 ft above aerodrome level; and (ii) after passing 1 000 ft above aerodrome level.	TP	S	S	S	S	S	S	S	R	R	R	S	S	R	R
3.8.3.4		T	G	R	R	R	G	G	G	G	N	N	G	R	G	G
3.8.4	2D operations down to the MDH/A	TP	S	S	S	S	N	N	S	R	N	R	R	S	R	G
3.8.4	2D operations down to the MDH/A	T	G	G	G	R	N	N	G	G	N	N	G	R	G	G
3.8.5	Circling approach under the following conditions: (a) *approach to the authorised minimum circling approach altitude at the aerodrome in question in accordance with the local instrument approach facilities in simulated instrument flight conditions; followed by: (b) circling approach to another runway at least 90° off centreline from the final approach used in item (a), at the authorised minimum circling approach altitude.	TP	S	S	S	S	N	N	S	R	N	R	S	S	R	R
3.8.5		T	R	R	R	R	N	N	G	G	N	N	R	R	G	R
3.8.6	Visual approaches	TP	S	S	S	S	N	N	S	R	N	R	S	N	R	R
3.8.6	Visual approaches	T	R	R	R	R	N	N	G	G	N	N	R	N	G	R
Section 4 — Missed approach procedures
4.1	Go-around with all engines operating during a 3D operation on reaching DH	TP	S	S	S	S	N	N	S	R	N	S	N	S	R	G
4.1		T	R	R	R	R	N	N	R	G	N	N	N	R	G	G
4.2	Go-around with all engines operating from various stages during an instrument approach	TP	S	S	S	S	N	N	S	R	N	S	N	S	R	G
4.2		T	R	R	R	R	N	N	R	G	N	N	N	R	G	G
4.3	Other missed approach procedures	TP	S	S	S	S	N	N	S	R	N	S	N	S	R	G
4.3	Other missed approach procedures	T	R	R	R	R	N	N	R	G	N	N	N	R	G	G
4.4	Manual go-around with the critical engine simulated inoperative after an instrument approach on reaching DH, MDH or MAPt	TP	S	S	S	S	N	N	S	R	R	S	N	S	R	G
4.4		T	R	R	R	R	N	N	R	G	N	N	N	R	G	G
4.5	Rejected landing with all engines operating: — from various heights below DH/MDH; — after touchdown (balked landing)	TP	S	S	S	S	S	S	S	R	R	S	S	S	R	R
4.5		T	R	R	R	R	R	R	R	G	N	N	G	R	G	R
Section 5 – Landings
5.1	Normal landings with visual reference established when reaching DA/H following an instrument approach operation	TP	S	S	S	S	S	S	S	R	R	S	S	S	R	R
5.1		T	R	R	R	R	R	R	R	G	N	N	R	R	G	R
5.2	Landing with simulated jammed horizontal stabiliser in any out-of-trim position	TP	S	S	S	S	S	S	S	R	R	S	S	S	S	S
5.2		T	R	R	R	R	R	R	R	G	N	R	R	N	G	R
5.3	Crosswind landings (aircraft, if practicable)	TP	S	S	S	S	S	S	S	R	R	S	S	N	R	R
5.3	Crosswind landings (aircraft, if practicable)	T	R	R	R	R	R	R	R	G	N	R	R	N	G	R
5.4	Traffic pattern and landing without extended or with partly extended flaps and slats	TP	S	S	S	S	S	S	S	R	R	S	S	N	R	R
5.4		T	R	R	R	R	R	R	R	G	N	N	R	N	G	R
5.5	Landing with critical engine simulated inoperative	TP	S	S	S	S	S	S	S	R	R	S	S	N	R	R
5.5	Landing with critical engine simulated inoperative	T	R	R	R	R	R	R	R	G	G	R	R	N	G	R
5.6	Landing with two engines inoperative: — aeroplanes with three engines: the centre engine and one outboard engine as far as practicable according to the data of the AFM; and — aeroplanes with four engines: two engines at one side	TP	S	S	S	S	S	S	S	R	R	S	S	S	S	S
5.6		T	R	R	R	R	R	R	R	G	G	R	R	N	G	R

(ii) for helicopters:

	Manoeuvres/Procedures	Training to Proficiency (TP) / Training (T)	1.Flight deck layout and structure	2. Flight controls forces and hardware	3. Flight controls systems operation	4. Aircraft systems	5. Performance and handling on ground	6. Performance and handling in ground effect	7. Performance and handling out of ground effect	8. Sound cueing	9. Vibration cueing	10. Motion cueing	11. Visual cueing	12. Navigation	13. Atmosphere and weather	14. Operating sites and terrain
Section 1 — Flight preparation
1.1	Helicopter exterior visual inspection; location of each item and purpose of inspection	TP	-	-	-	-	-	-	-	-	-	-	-	-	-	-
1.1		T	-	-	-	-	-	-	-	-	-	-	-	-	-	-
1.2	Cockpit inspection	TP	S	R	G	S	G	N	N	N	N	N	N	N	G	N
1.2	Cockpit inspection	T	R	R	G	R	G	N	N	N	N	N	N	N	G	N
1.3	Starting procedures, radio and navigation equipment check, selection and setting of navigation and communication frequencies	TP	S	S	S	S	S	N	N	R	R	R	G	S	R	G
1.3		T	R	R	R	R	R	N	N	G	N	N	G	R	G	G
1.4	Taxiing/air taxiing in compliance with ATC instructions or with instructions of an instructor	TP	S	S	S	S	S	S	N	R	R	R	R	N	R	R
1.4		T	R	R	R	R	R	R	N	G	N	N	R	N	G	G
1.5	Pre-take-off procedures and checks	TP	S	S	S	S	S	S	N	R	R	R	R	S	R	R
1.5	Pre-take-off procedures and checks	T	R	R	R	R	R	R	N	G	N	N	R	R	G	G
Section 2 — Flight manoeuvres and procedures
2.1	Take-offs (various profiles)	TP	S	S	S	S	S	S	S	R	G	R	S	N	R	R
2.1	Take-offs (various profiles)	T	R	R	R	R	R	R	R	G	N	N	R	N	G	G
2.2	Sloping ground or crosswind take-offs & landings	TP	S	S	S	S	S	S	S	R	G	R	S	N	R	R
2.2	Sloping ground or crosswind take-offs & landings	T	R	R	R	R	R	R	R	G	N	N	R	N	G	G
2.3	Take-off at maximum take-off mass (actual or simulated maximum take-off mass)	TP	S	S	S	S	S	S	S	R	G	R	S	N	R	R
2.3		T	R	R	R	R	R	R	R	G	N	N	R	N	G	G
2.4	Take-off with simulated engine failure shortly before reaching TDP or DPATO	TP	S	S	S	S	S	S	S	R	R	R	S	N	R	R
2.4		T	R	R	R	R	R	R	R	G	N	N	R	N	G	G
2.4.1	Take-off with simulated engine failure shortly after reaching TDP or DPATO	TP	S	S	S	S	S	S	S	R	R	R	S	N	R	R
2.4.1		T	R	R	R	R	R	R	R	G	N	N	R	N	G	G
2.5	Climbing and descending turns to specified headings	TP	S	S	S	S	N	N	S	G	G	G	G	N	R	N
2.5	Climbing and descending turns to specified headings	T	R	R	R	R	N	N	R	G	N	N	G	N	G	N
2.5.1	Turns with 30° bank, 180° to 360° left and right, by sole reference to instruments	TP	S	S	S	S	N	N	S	G	G	G	N	N	R	N
2.5.1		T	R	R	R	R	N	N	R	G	N	N	N	N	G	N
2.6	Autorotative descent	TP	S	S	S	S	N	N	S	R	S	S	R	N	R	G
2.6	Autorotative descent	T	R	R	R	R	N	N	R	G	N	N	G	N	G	G
2.6.1	For single-engine helicopters (SEH), autorotative landing or for multi-engine helicopters (MEH) power recovery	TP	S	S	S	S	S	S	S	R	S	S	S	N	R	R
2.6.1		T	R	R	R	R	R	R	R	G	N	N	R	N	G	G
2.7	Landings, various profiles	TP	S	S	S	S	S	S	S	R	R	R	S	N	R	R
2.7	Landings, various profiles	T	R	R	R	R	R	R	R	G	N	N	R	N	G	G
2.7.1	Go-around or landing following simulated engine failure before LDP or DPBL	TP	S	S	S	S	S	S	S	R	R	R	S	N	R	R
2.7.1		T	R	R	R	R	R	R	R	G	N	N	R	N	G	G
2.7.2	Landing following simulated engine failure after LDP or DPBL	TP	S	S	S	S	S	S	S	R	R	R	S	N	R	R
2.7.2		T	R	R	R	R	R	R	R	G	N	N	R	N	G	G
Section 3 — Normal and abnormal operations of the following systems and procedures
3.1	Engine	TP	S	S	S	S	S	S	S	R	G	G	G	N	G	G
3.1	Engine	T	G	R	G	S	G	G	G	G	N	N	G	N	G	G
3.2	Air conditioning (heating, ventilation)	TP	S	N	G	S	N	N	G	N	N	N	N	N	G	N
3.2	Air conditioning (heating, ventilation)	T	G	N	G	S	N	N	G	N	N	N	N	N	G	N
3.3	Pitot/static system	TP	S	N	G	S	N	N	G	N	N	N	G	N	R	N
3.3	Pitot/static system	T	G	N	G	S	N	N	G	N	N	N	G	N	R	N
3.4	Fuel system	TP	S	N	G	S	N	N	G	N	N	N	N	N	G	N
3.4	Fuel system	T	G	N	G	S	N	N	G	N	N	N	N	N	G	N
3.5	Electrical system	TP	S	N	G	S	G	G	G	N	N	N	G	N	G	G
3.5	Electrical system	T	G	N	G	S	G	G	G	N	N	N	G	N	G	G
3.6	Hydraulic system	TP	S	S	S	S	R	R	R	N	N	N	G	N	G	G
3.6	Hydraulic system	T	G	S	R	S	R	R	R	N	N	N	G	N	G	G
3.7	Flight control and trim system	TP	S	S	S	S	G	G	G	N	N	N	G	N	G	G
3.7	Flight control and trim system	T	G	S	R	S	G	G	G	N	N	N	G	N	G	G
3.8	Anti-icing and de-icing system	TP	R	N	G	R	N	N	G	G	G	G	N	N	R	N
3.8	Anti-icing and de-icing system	T	G	N	G	G	N	N	G	G	N	N	N	N	G	N
3.9	Autopilot/stability augmentation devices/flight director	TP	S	S	S	S	S	S	S	N	G	G	R	R	S	R
3.9	Autopilot/stability augmentation devices/flight director	T	G	R	R	R	R	R	R	N	N	N	G	R	R	R
3.10	EGPWS/HTAWS (if applicable)	TP	S	R	G	S	N	N	G	N	N	N	R	N	G	R
3.10	EGPWS/HTAWS (if applicable)	T	G	G	G	R	N	N	G	N	N	N	G	N	G	R
3.11	Weather radar, radio altimeter, transponder	TP	S	N	G	S	N	N	G	N	N	N	G	N	R	R
3.11	Weather radar, radio altimeter, transponder	T	G	N	G	S	N	N	G	N	N	N	G	N	R	R
3.12	Area navigation system	TP	S	N	G	S	N	N	G	N	N	N	N	R	G	G
3.12	Area navigation system	T	G	N	G	S	N	N	G	N	N	N	N	R	G	G
3.13	Landing gear system	TP	S	R	R	S	R	R	R	N	G	G	R	N	G	R
3.13	Landing gear system	T	G	R	R	S	R	R	R	N	G	G	R	N	G	R
3.14	APU	TP	S	N	G	S	N	N	G	N	N	N	N	N	G	N
3.14	APU	T	G	N	G	S	N	N	G	N	N	N	N	N	G	N
3.15	Radio, navigation equipment, instruments and FMS	TP	S	N	G	S	N	N	G	N	N	N	N	S	G	G
3.15	Radio, navigation equipment, instruments and FMS	T	G	N	G	S	N	N	G	N	N	N	N	R	G	G
Section 4 — Abnormal and emergency procedures
4.1	Fire drills (including evacuation if applicable)	TP	S	S	S	S	S	S	S	N	N	N	R	N	G	R
4.1	Fire drills (including evacuation if applicable)	T	S	R	R	S	R	R	R	N	N	N	R	N	G	R
4.2	Smoke control and removal	TP	S	N	G	S	N	N	G	N	N	N	R	N	G	R
4.2	Smoke control and removal	T	S	N	G	S	N	N	G	N	N	N	R	N	G	R
4.3	Engine failures, shutdown and restart at a safe height	TP	S	S	S	S	N	S	S	R	R	R	R	G	G	R
4.3	Engine failures, shutdown and restart at a safe height	T	R	R	R	S	N	G	G	G	G	G	G	G	G	R
4.4	Fuel dumping (simulated, if applicable)	TP	R	N	G	R	N	N	G	N	N	N	N	N	G	N
4.4	Fuel dumping (simulated, if applicable)	T	G	N	G	G	N	N	G	N	N	N	N	N	G	N
4.5	Tail rotor control failure (if applicable)	TP	R	S	S	S	R	S	S	N	G	S	S	N	G	R
4.5	Tail rotor control failure (if applicable)	T	G	R	R	R	R	R	R	N	G	R	R	N	G	R
4.5.1	Tail rotor loss (if applicable)	TP	R	S	S	S	R	S	S	R	S	S	S	N	G	R
4.5.1	Tail rotor loss (if applicable)	T	G	R	R	R	R	R	R	N	G	R	R	N	G	R
4.6	Incapacitation of crew member – only for MPH and SPH operated in MPO	TP	-	-	-	-	-	-	-	-	-	-	-	-	-	-
4.6		T	-	-	-	-	-	-	-	-	-	-	-	-	-	-
4.7	Transmission malfunctions	TP	S	S	S	S	R	R	R	G	G	G	R	N	G	G
4.7	Transmission malfunctions	T	R	R	R	R	R	R	R	G	G	G	G	N	G	G
4.8	TCAS event (if applicable)	TP	S	R	G	S	N	N	G	N	N	N	R	N	G	N
4.8	TCAS event (if applicable)	T	G	G	G	R	N	N	G	N	N	N	N	N	G	N
4.9	Other emergency procedures as outlined in the appropriate flight manual	TP	-	-	-	-	-	-	-	-	-	-	-	-	-	-
4.9		T	-	-	-	-	-	-	-	-	-	-	-	-	-	-
Section 5 — Instrument flight procedures
5.1	Instrument take-off: transition to instrument flight is required as soon as possible after becoming airborne	TP	S	S	S	S	N	S	S	G	R	R	R	S	R	G
5.1		T	R	R	R	R	N	R	R	G	N	N	R	R	G	G
5.1.1	Simulated engine failure during departure	TP	S	S	S	S	N	S	S	G	R	R	R	S	R	G
5.1.1	Simulated engine failure during departure	T	R	R	R	R	N	R	R	G	N	N	G	R	G	G
5.2	Adherence to departure and arrival routes and ATC instructions	TP	R	R	R	S	N	N	R	G	N	N	N	S	R	N
5.2		T	G	G	G	R	N	N	G	G	N	N	N	R	G	N
5.3	Holding procedures	TP	R	R	R	S	N	N	R	G	G	G	N	S	R	N
5.3	Holding procedures	T	G	G	G	R	N	N	G	G	N	N	N	R	G	N
5.4.1	3D operations to DH/A of 200 ft (60 m) or to higher minima if required by the approach, manually, without flight director	TP	S	S	S	S	N	N	R	G	N	N	G	S	R	G
5.4.1		T	R	R	R	R	N	N	G	G	N	N	G	R	G	G
5.4.2	3D operations to DH/A of 200 ft (60 m) or to higher minima if required by the approach, manually, with flight director	TP	S	S	S	S	N	N	R	G	N	N	G	S	R	G
5.4.2		T	R	R	R	R	N	N	G	G	N	N	G	R	G	G
5.4.3	3D operations to DH/A of 200 ft (60 m) or to higher minima if required by the approach, with coupled autopilot	TP	S	R	R	S	G	R	R	G	N	N	G	S	R	G
5.4.3		T	R	G	G	R	G	G	G	G	N	N	G	R	G	G
5.4.4	3D operations to DH/A of 200 ft (60 m) or to higher minima if required by the approach, manually, with one engine simulated inoperative; engine failure has to be simulated during final approach before passing 1 000 ft above aerodrome level until touchdown or until completion of the missed approach procedure	TP	S	S	S	S	N	N	R	G	R	R	S	S	R	R
5.4.4		T	R	R	R	R	N	N	G	G	N	N	R	R	G	G
5.5	2D operations down to the MDA/H	TP	S	S	S	S	N	N	R	G	N	N	G	S	R	G
5.5	2D operations down to the MDA/H	T	R	R	R	R	N	N	G	G	N	N	G	R	G	G
5.6	Go-around with all engines operating on reaching DA/H or MDA/MDH	TP	S	S	S	S	N	N	R	G	R	R	G	S	R	G
5.6		T	R	R	R	R	N	N	G	G	N	N	G	R	G	G
5.6.1	Other missed approach procedures	TP	S	S	S	S	N	N	R	G	R	R	G	S	R	G
5.6.1	Other missed approach procedures	T	R	R	R	R	N	N	G	G	N	N	G	R	G	G
5.6.2	Go-around with one engine simulated inoperative on reaching DA/H or MDA/MDH	TP	S	S	S	S	N	N	R	G	R	R	G	S	R	G
5.6.2		T	R	R	R	R	N	N	G	G	N	N	G	R	G	G
5.7	IMC autorotation with power recovery	TP	S	S	S	S	N	N	R	G	R	R	R	N	G	N
5.7	IMC autorotation with power recovery	T	R	R	R	R	N	N	G	G	N	N	R	N	G	N
5.8	Recovery from unusual attitudes manually and, if applicable, with auto recovery mode	TP	S	S	S	S	N	N	R	G	R	R	N	N	G	N
5.8		T	R	R	R	R	N	N	G	G	N	N	N	N	G	N

(b) Training considerations

(1) The training matrices have been created by considering the type rating training course requirements in accordance with Part-FCL. When training is provided in accordance with Regulation (EU) No 965/2012 for operations that require specific approval, a careful evaluation of the fidelity levels required for the relevant features of an FSTD to be used for certain training tasks should be carried out, taking into consideration the technical specifications of the training device included in the qualification certificate and in the ESL.

Detailed information regarding the general requirements for each FSTD feature can be found in Subpart B of CS-FSTD Issue 1.

(2) At TP level, in general, the ‘Flight deck layout and structure’ and the ‘Flight controls forces and hardware’ features should have tactile hardware for the relevant aircraft systems and equipment to be operated during the execution of the relevant training tasks, unless the specific aircraft type is equipped with touchscreen devices for specific aircraft systems. However, for the ‘Flight controls forces and hardware’ and ‘Flight deck layout and structure’ features, a ‘Representative’ (R) fidelity level is indicated at TP level for some training tasks for which a touchscreen representation may be allowed according to CS-FSTD Issue 1. If where those training tasks are completed at TP level in FSTDs whose aforementioned features consist of touchscreen representation, elements of those training tasks should additionally be completed in FSTDs that have tactile hardware.

At T level, the ‘Flight deck layout and structure’ and the ‘Flight controls forces and hardware’ features may be a touchscreen representation, except for the aircraft systems and equipment which need to be directly operated when flying manually.

(3) In the case of training tasks or subtasks that have an influence on, or that should be executed in conjunction with, other training tasks, the FSTD capability signatures (FCSs) indicated in the training matrix for such training tasks should be combined by taking, for each training task, the highest fidelity level for each feature.

(4) For aeroplane training tasks included in Section 3.4 and Section 3.6 of the table in point (a)(3)(i), and for helicopter training tasks included in Section 3 and Section 4 of the table in point (a)(3)(ii), the fidelity level of the relevant flight control hardware and/or aircraft systems of the FSTD for the ‘Flight controls forces and hardware’ and ‘Aircraft systems’ features should match the fidelity level indicated in the training matrix. The ESL should be used as the reference document to find out the fidelity level information for the relevant flight control hardware and/or aircraft systems.

For FSTDs with assigned FCS, the fidelity level of ‘Flight controls forces and hardware’ and ‘Aircraft systems’ features in the FSTD qualification certificate may overestimate the real representativeness of some flight control forces or hardware, or of some aircraft systems. For this reason, the information included in the ESL regarding the representativeness of flight control forces and hardware and aircraft systems should be used, in addition to assessing the suitability of the FSTD for training the relevant training tasks in accordance with point ORA.ATO.135(b)(1) of Annex VII (Part-ORA) of Regulation (EU) No 1178/2011.

When an FSTD has differences in fidelity levels across flight deck representation of aircraft system interfaces or any omitted/non-interactive system interfaces for the ‘Flight deck layout and structure’ feature, the use of such FSTD for a particular task is determined based on the assessment of the adequacy of aircraft system interfaces and their fidelity level and the training tasks. Such assessment should be performed in accordance with point ORA.ATO.135(b)(1) of Annex VII (Part-ORA) of Regulation (EU) No 1178/2011.

(5) At T level, the FCSs for aeroplane training tasks included in Section 3.4 and Section 3.6 of the table in point (a)(3)(i) show a ‘Representative’ (R) fidelity for the ‘Aircraft systems’ feature. If an aircraft type shows significant differences between variants for certain aircraft systems, training providers should consider using an FSTD that has a ‘Specific’ (S) fidelity level for the ‘Aircraft systems’ feature, when providing training for a particular variant.

(6) For the aeroplane training tasks 3.6.7 and 3.6.8 of the table in point (a)(3)(i) or the helicopter training tasks 4.6 and 4.9 of the table in point (a)(3)(ii), the suitability of the FSTD should be determined based on the assessment in accordance with point ORA.ATO.135(b)(1) of Annex VII (Part-ORA) of Regulation (EU) No 1178/2011.

(7) Except for aeroplane training task 2.2 of the table in point (a)(3)(i), take-off and landing training tasks have a ‘None’ (N) fidelity level for the ‘Navigation’ feature, as take-offs and landings are performed visually. However, in most cases, especially at TP level, such training tasks are followed by instrument departures or are executed following an instrument arrival and approach procedure. In such cases, when combining different training tasks as per point (b)(3), the FCSs indicated in the training matrices for take-off and landing training tasks should be combined with those of the relevant instrument departure or instrument arrival and approach procedures, and the highest resulting fidelity level for the ‘Navigation’ feature should be taken.

(8) In general, motion and vibration cues should not be required for instrument flight procedures, as it is assumed that the scope of the training tasks is focused on the correct execution of the instrument flight procedures and not on the recognition of cueing experienced by the flight crew. However, for specific training tasks which require dynamic manoeuvring and significant changes of aircraft attitude, such as, for aeroplanes, one-engine simulated inoperative procedures, or circling and visual approaches, motion cues and, where needed, vibration cues, should be required.

[applicable from 30 April 2028 — ED Decision 2026/006/R]

Details

Source-Title: AMC1 to Appendix 9 Section A point 1f Training, skill test and proficiency check for the MPL, and the ATPL, and for type and class ratings, and proficiency checks for the BIR and the IR View latest amendments

Erulesid: ERULES-1963177438-24259 Compare versions

Domain: Aircrew

Applicabilitydate: 30 April, 2028

Entryintoforcedate: 16 July, 2026

Regulatorysource: ED Decision 2026/006/R Navigate

Regulatorysubject: Part-FCL

Typeofcontent: AMC to IR (Acceptable means of compliance to implementing rule)

Parentir: Appendix 9 - Training, skill test and proficiency check for the MPL, and the ATPL, and for type and class ratings, and proficiency checks for the BIR and the IR

Origin: EASA

Category: EAR