SDM Webinar

- Air Operator Certificate Holder -

(under EASA oversight)
Guidance to comply with the EASA occurrence reporting
requirements

Thierry VERON, Nicola BALZANO.

SM.1.3 - Safety Data Management Section,
Safety Management, Sustainability and Global
Outreach Directorate.
28- January 2026
Your safety is our mission.
An Agency of the European Union
Today’s agenda
→ Aim of the webinar
→ Regulatory basis for reporting
→ why to report? what for? What is reportable? to whom ? (EASA, TCH, SoR
CAA…)?
→ Good Reporting practices and guidelines for AOCs.
→ ECCAIRS aviation taxonomy and its key role for data management
→ Good practices for high data quality reports
→ Conclusion
→ Q & A : send us your questions, by 28 Feb.2026, on report[at][Link]
→ Post webinar actions

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The aim of the webinar
Guide AOC holder Operators (later termed as “Operator” or “AOC”)
→ Better comply with applicable mandatory reporting requirements
→ Fine-tune their policies and procedures
→ Improve the Operator’s screening of internally reported events
→ Assess and address the contributors to safety deficiencies
detected in the AOC organisation as a system.
([Link].200(a)(3),(b), Management system refers.)

3
The foundation: 3 forms of risk management

Planned operation (whole system)

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 Occurrence Reporting Regulatory Framework for AOC
Reg. (EU) 996/2010 Reg. (EU) 376/2014 Occurrence reporting
Accident and Reg. (EU) 2018/1139
Serious Incident EASA Basic Regulation CIR (EU) 2015/1018 List of CDR (EU) 2020/2034 and
Investigation Reportable Occurrences
CIR (EU) 2021/2082 as
regards ERCS
Annex I : Occurrences
related to the operation
of the aircraft

Reg. (EU) Reg. (EU) Reg. (EU) Reg. (EU) Reg. (EU) Reg. (EU) Reg. (EU) Reg. (EU)
748/2012 1321/2014 2017/373 2023/1769 965/2012 1178/2011 139/2014 452/2014
•Design •Maintenance •Air •ATM/ANS •Air •Pilot Training •Aerodromes •Third
Organisation Organisation Navigation equipment Operators Organisations Country
•Production •Continuing Service Operators
Organisation Airworthiness Providers (TCO)
Management •DAT
Organisation Providers

AMC 20 – 8()

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SARPS of ICAO Annex 8, Airworthiness of aircraft
→ Chapter 9. Continuing Airworthiness of Aircraft, para. 9.1.2. “Under the control of the
respective CAAs of the State of Design, the State of Registry and, when appropriate, the State
of the Operator, continuing airworthiness includes the following: /…/

→ (d) the reporting of faults, malfunctions and defects and other significant maintenance and
operational information by the operator to the type design organization in accordance with
the requirements of the State of Registry and the State of the Operator;
→ (e) the reporting of faults, malfunctions and defects and other significant maintenance
information by the maintenance organization to the type design organization in accordance
with the requirements of the State having jurisdiction over the maintenance organization;

→ (f) the analysis of faults, malfunctions, defects, accidents and other significant maintenance
and operational information by the type design organization, the State of Design and the
State of Registry and the initiation and transmission of information and recommended or
mandatory action to be taken in response to that analysis.

6
Mandatory reporting flow, an EU-centric Example

EU MS
as CA #1 as CA #2

EASA 21J. Design

Approval Holder

Reportable
EU Part-145
Occurrence
EASA* CAMO Maintenance Org.
EASA* AOC

* under oversight of EASA

7
Mandatory Occurrence Reporting System #1
In short, two kinds of occurrences MUST be reported to EASA.

→ The Operator-centric’s SMS-determined reportable occurrences that must be

reported to EASA - as Competent Authority - and that are related to the “safety
of the organisation operations”.(i.e. cases where an occurrence originates from
operations conducted by the AOC - as a system – (AMC1 [Link].200(a)(3)
and Reg. 376/2014 art.13(2-3)(5)(7-8) refers)

→ The regulatory list-determined reportable occurrences that must be reported

by an AOC, and that are related to the “safety of the product”. (i.e. aircraft,
engine, propeller, (E)TSO part) or to the “safety of aircraft operations”.
(AMC20-8 Aircraft Flight Operations, and IR2015/1018 annex I, para.(1)(3)-(6)
refers.)
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Mandatory Occurrence Reporting System, # 2(1)
SMS-determined reportable occurrences that are related to the “safety of the
organisation”:

→ Some* - Risk Classification permitting- can be reported to EASA as “closed on

issue”, conditionally to a combined EASA-approved procedure and risk
classification. (e.g. from low risk up to marginally outside the ALoSP…)
→ * could be read as Most for organisations with higher maturity level.
→ “closed on issue” implies one and only one report, with no need for follow-up
reports. (because no corrective action deemed necessary at AOC level)
→ …Go to next slide

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Mandatory Occurrence Reporting System, # 2(2)
SMS-determined reportable occurrences that are related to the “safety of
the organisation”:

→ Some shall be reported to EASA as “Open”, when the level of the risk
classification triggers further needs for investigation. (i.e. when outside
the agreed ALoSP)
→ “Open” report implies existence of a safety deficiency (potential or
actual) at AOC level
→ “Open” report implies likely need for mitigations and/or corrective
action(s) at AOC level
→ …Go to next slide

10
Mandatory OR System, # 2(3)
SMS-determined reportable occurrences that are related to the “safety of
the organisation”:
…
→ “Open” report implies one or more “follow-up” report(s) until submittal
of a final report that shall be reported to EASA as “Closed”.
→ Final report shall contain a final risk assessment, document mitigations
and/or corrective actions for EASA TL’s review, comments and/or
acceptance.
→ Report to all necessary “parties” (e.g. DAH, CAMO, EASA.) and indicate
to EASA all “parties informed” at time of reporting.

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Mandatory Occurrence Reporting System # 3
List-determined reportable occurrences that are related to the “safety of the
product” or to the “safety of aircraft operations”:

→ Can initially be reported to EASA as “closed on issue”, because the AOC is not
responsible for the continued airworthiness of the product ‘s type design.
→ Can be reported to EASA as “closed on issue”, when the reporting AOC is not
the originator of the operations-related error. (e.g. unsafe ATS clearance)
→ “closed on issue” implies one and only one report, with no need for follow-up
reports. (because no corrective/mitigating action at AOC level)
→ Corrective actions ≠ remedial maintenance action (restoration of continuing
airworthiness, M.A.301(b) refers, by means of defect rectifications)
→ AOC to indicate to EASA all “parties informed” at time of reporting.

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Mandatory Occurrence Reporting (MOR) System
→ AOC must establish an internal safety reporting scheme, as part
of its safety management system.
→ The scope of the internal scheme should extend beyond the
scope of occurrences required to be reported to the competent
authority
→ Collect and evaluate occurrences that are required to be
reported under para. [Link].160 Occurrence reporting
→ List of reportable occurrences as per (AMC(1)-(3) [Link].160
Occurrence reporting (considering alignment with annex I of IR
2015/1018)
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Mandatory Occurrence Reporting (MOR) System
→ When occurrences originate from operational activities conducted by
the AOC, (aka operations-induced discrepancies):
→ AOC must identify the cause(s) of, and contributing factor(s) to, the unintended
event(s), and address them as part of its safety risk management (SRM) process
i.a.w. AMC1 [Link].200(a)(3) Management system.
→ The AOC’s SRM procedure must describe the reporting procedure to
EASA, the organisation responsible for the design of the
aircraft/engine/propeller (aka product) or component, the CAMO, and
other parties as applicable (e.g. ATM/ANS, ADR).
→ EASA Part-CAMO approvals - User Guide for Continuing Airworthiness
Management Exposition (CAMO-AOC), [Link].00004-002, dated 5-
Nov-2024.

14
The reporting process in a flowchart, condensed

15
16
2
Further investigate the event Until
closure

within T1 + 30 Days: Close the investigatIon

Provide the CA with Follow-up
report (Open) containing: within T1 + 90 Days:
- preliminary safety analysis Provide the CA with final and
- revised risk classification (if closure report (Closed) containing:
needed) - final safety analysis
- analysis elements with preventive, - final risk classification
mitigating and/or corrective actions, - conclusions of the analysis with
as found necessary and their preventive, mitigating and/or
respective timelines. corrective actions, and Their
respective timelines
- measures to implement and
monitor effectiveness of the
action(s).

Close the investigatIon Organisation’s

Without delay investigate the event Database
Until closure within T1 + 90 Days:
Provide the CA with final and
within T1 + 30 Days: closure report (Closed) containing:
Provide the CA with Follow-up - final safety analysis
report (Open) containing: - final risk classification
- preliminary safety analysis - conclusions of the analysis with
- revised risk classification (if preventive, mitigating and/or
needed) corrective actions, and Their
- analysis elements with preventive, respective timelines
mitigating and/or corrective actions, - measures to implement and
as found necessary and their monitor effectiveness of the
respective timelines. action(s).

17
18
What is reportable?

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What is reportable? #1
→ The scope of the internal reporting extends beyond the scope of
occurrences required to be reported to the competent authority
→ Only a fraction is to be reported to the Competent Authority.
→ The Operator-centric’s SMS-determined and the regulatory list-
determined reportable occurrences.
→ Grasp the subtleties of Regulation 2015/1018 - Occurrences in Civil
Aviation to be Mandatorily Reported:
→ E.g. §4.(11) Crew fatigue impacting or potentially impacting their ability
to perform safely their flight duties.
→ E.g. § 6 (2) Difficulty in controlling intoxicated, violent or unruly
passengers.

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What is reportable? #2 , remember that
→ When reported as closed-on-issue, indicate the reason why (e.g.
monitored safety issue/SPI ref. xyz, and still within ALoSP,
accepted safety performance target(s) (SPT).)
→ When reported as opened, indicate the reason why, the
mitigations in place (preliminary analysis) until submittal of
closure report (final analysis) documenting the corrections
decided to be implemented and the timeline.

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What is reportable? a few more …
→ AOC: Significant incidents associated with ATC surveillance information transmitted by the
ADS-B data link that affects or could affect the safe operation of the aircraft. AMC20-24
Enhanced Air Traffic Services in Non-Radar Areas using ADS-B Surveillance (ADS-B-NRA),
§10.4 refers.
→ AOC: Significant incidents associated with a departure clearance transmitted by data link that
affects or could affect the safe operation of the aircraft will need to be reported in
accordance with applicable operational rules, and to the authority responsible for the airport
where the DCL service was provided. (AMC 20-9 Departure Clearance via data link over
ACARS, §8.4 Incident reporting)
→ AOC: AMC 20-10, Digital ATIS (Automated Terminal Information Services) over ACARS, para.
8.4 quotes “Significant incidents associated with a D-ATIS transmitted by data link that affects
or could affect the safe operation of the aircraft will need to be reported in accordance with
applicable operational rules. The incident should be reported also to the ATS authority
responsible for the airport where the D-ATIS service is provided.”

22
Good reporting practices and guidelines for AOCs

23
ECCAIRS Aviation taxonomy and its key role for data management
Foundations of aviation intelligence
❶ What’s a Taxonomy?
❷ Why is a taxonomy important?
❸ What we want to achieve?
Medium maturity: taxonomy maintenance and Data integrity
❹ Why must we keep it up-to-date?
❺ Defining quality control
Deep dive: Occurrence categories and Event type classification
❻ In-depth training: Occurrence Categories (CICTT)
❼ Quick overview: Event type taxonomy
Practical aspects
❽ Addressing the TOP 5 quality issues

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Foundations of aviation intelligence
What’s a taxonomy
 A language with its own dictionary Language

 Structured hierarchy Organisation

 Data Categorisation Quality

 Query logic Filter

 Analytical tool Analysis

25
Foundations of aviation intelligence
Why a taxonomy is important
 Data sharing

 Trend analysis

 Identification of risks

 Effective resource allocation

 Support Data-driven decision making

26
Foundations of aviation intelligence
What we want to achieve?
 A categorised source of knowledge

 Protect people and assets

 Preventing reoccurrence

 Measurable Safety performance (SPIs)

 Closing the safety loop

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Medium maturity: taxonomy maintenance and Data integrity
Why must we keep it up-to-date?
 Evolution of Technology

 Refining Definitions – reducing misunderstanding

 Correcting mistakes

 Granularity

 Global alignment

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Medium maturity: taxonomy maintenance and Data integrity
Defining quality control
 Foundation of Data trust

 Verification of compliance with rules and definitions

 Identification of Systematic gaps

 Identification of issue with rules and description

 Historical accuracy

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Deep dive: Occurrence and Event type classification
In-depth training: Occurrence Categories (CICTT)
 Establishment of the CICTT in 1999

 Conceptualisation and first release (2002)

 Purpose - High level classification

 Standardisation and comparability

 Multiple categories per occurrence

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Occurrence Categories (CICTT)
Abnormal Runway Contact (ARC)
 Definition: Any landing or takeoff involving abnormal runway or landing surface contact
 Includes:
 Landings occurring on the intended landing surface
 Hard and heavy landing: High Energy exceeding the structural vertical G-limits
 Abnormal strikes: Tail strike, wingtip/nacelle strikes, rotors strike
 Poor positioning: Long, fast, off-center, or crabbed touchdowns
Note: If a system failure caused the gear-up landing, code for the failure category as well
 Excludes:
 Loss of Control: Do not use if the contact happens after control is lost (e.g., crashing after takeoff)
 Gear Collapse: Excluded unless it was caused by one of the "Usage" criteria above
 Obstacles: If you hit a tree or wall, use CTOL (Collision with Obstacle)
 Off-field landing by gliders or hard off-field emergency landing by helicopters

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Occurrence Categories (CICTT)
Abrupt Maneuvre (AMAN)
 Definition: The intentional steering of an aircraft to avoid a collision with an object, person, terrain, or other aircraft.
 Includes:
 Collision Avoidance: Intentional maneuvers to avoid collisions with other aircraft (e.g., following a TCAS RA)
 Obstacle Avoidance: Abrupt changes in flight path to avoid terrain or obstacles
 Ground Operations: Explicitly includes maneuvers on the ground, such as hard braking or rapid changes of
direction to avoid a collision
Note (Multiple Coding):
• (Multiple Coding) If an abrupt maneuver leads to a Loss of Control (LOC-I) or a System Failure (SCF-NP/SCF-PP), the
occurrence is coded in both categories.
• If a System Failure leads to an abrupt maneuver, it is also coded in both categories.

 Excludes:
 Loss of Control: Do not use AMAN if the maneuver was unintentional or the result of a loss of control (use LOC-I or
LOC-G instead)
 Turbulence: Maneuvers caused by environmental factors rather than pilot input should be coded under Turbulence
(TURB)
 Unintentional Maneuvers: Do not use AMAN if the maneuver was unintentional (e.g., turbulence or an upset not
initiated by the crew)

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Occurrence Categories (CICTT)
Aerodrome (ADRM)
 Definition: Occurrences involving Aerodrome design, service, or functionality issues.
 Includes:
 Infrastructure deficiencies for runways, taxiways, buildings, lightings, markings and
signage
 Service issues related with Crash/Fire/Rescue Operations or obstacles on the
aerodrome property
 Issues related to procedures, policies, and standards
 snow, frost, or ice removal from aerodrome surfaces
 Loose foreign objects on aerodromes and heliports (only for prepared landing sites)
 Failures of glider winch launch equipment
 Aerodrome design effect causing issue (e.g. chronic wind disruption)
 Excludes:
 Issue related to snow, frost, or ice removal from aircraft are coded as (RAMP)
33
Occurrence Categories (CICTT)
Midair/Near Midair Collision (MAC)
 Definition: Occurrences involving in-flight aircraft collisions, near-collisions, loss of separation,
or ACAS/TCAS alerts
 Includes:
 All collisions between aircraft while both aircraft are airborne
 Separation-related occurrences caused by either air traffic control or cockpit crew
 AIRPROX reports
 Genuine TCAS/ACAS alerts
Note: MAC + NAV: If the separation loss was caused by a navigation error.
MAC + ATM: If the separation loss was caused by an ATC/ATM error.
 Excludes:
 System Failures: False TCAS/ACAS alerts due to malfunction (code as SCF-NP)
 Surface Events: Any loss of separation where at least one aircraft is on the ground
(which may be coded as ATM, GCOL, NAV, or RI)
34
Occurrence Categories (CICTT)
ATM/CNS (ATM)
 Definition: Occurrences involving Air Traffic Management (ATM) or Communication,
Navigation, Surveillance (CNS) service issues.
 Includes:
 ATC personnel errors, supervisor oversights, or facility-level failures
 Technical (CNS): Malfunction or loss of Communication, Navigation, or Surveillance
services (e.g., radar, NAVAIDs, satellites)
 Deficiencies in air traffic procedures, policies, or safety standards
Note: ● Occurrences do not necessarily involve an aircraft.
● ATM includes all the facilities, equipment, personnel, and procedures involved in
the provision of State-approved Air Traffic Services.

35
Occurrence Categories (CICTT)
Bird (BIRD)
 Definition: Occurrences involving collisions/near collisions with bird(s).
 Includes:
 May occur in any phase of flight.
Note: Bird category was added in October 2008 bird strikes were previously categorised as
“OTHER”

36
Occurrence Categories (CICTT)
CABIN SAFETY EVENTS (CABIN)
 Definition: Miscellaneous occurrences in the passenger cabin of transport category aircraft.
 Includes:
 Events related to carry-on baggage, supplemental oxygen, or missing/non-operational cabin
emergency equipment
 Inadvertent deployment of emergency equipment
 Injuries of persons while in the passenger cabin of an aircraft (see below for exceptions)
Note: Medical emergencies involving persons were coded as CABIN before October 2013
 Excludes:
 Injuries from thunderstorms or wind shear (code as WSTRW)
 Injuries from turbulence (code as TURB)
 Injuries resulting from icing events (code as ICE)
 Suicide, violence, self-inflicted harm, or laser attacks (code as SEC)
 Natural illnesses or non-injury medical emergencies (code as MED)

37
Occurrence Categories (CICTT)
Collision with obstacles during take-off and landing (CTOL)
 Definition: Collision with obstacle(s) during takeoff or landing while the aircraft is airborne
 Includes:
 Contact with obstacles, such as vegetation, trees and walls, snowdrifts, power cables,
telegraph wires and antennae, offshore platforms, maritime vessels and structures,
land structures and buildings
 Collisions during takeoff to and landing from the hover
 Water obstacles during takeoff from water
 Specifically for fixed-wing aircraft, this is used when the crew was aware of the
obstacle's location but failed to maintain adequate clearance
 Excludes:
 Occurrences classified under Controlled Flight Into or Toward Terrain (CFIT), Loss of
Control–Inflight (LOC–I) or System/Component Failure or Malfunction
(Powerplant)(SCF–PP)

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 Occurrence Categories (CICTT)
Controlled Flight Into or toward Terrain (CFIT)
 Definition: In-flight collision or near collision with terrain, water, or obstacle without indication of
loss of control.
 Includes:
 Collisions with objects extending above the surface (e.g., towers, trees, power lines, masts)
 Events during either IMC or VMC conditions
 Occurrences where the crew is affected by visual illusions or degraded environments (e.g.,
black hole approaches, brownout/whiteout)
Note: Use only for airborne phases of flight. If control is lost due to crew, weather, or equipment
failure, use LOC-I.
 Excludes:
 Intentional low altitude operations like crop dusting or SAR (use LALT)
 Occurrences involving runway undershoot or overshoot (use USOS)
 Collisions with obstacles during takeoff and landing (use CTOL)

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Occurrence Categories (CICTT)
Evacuation (EVAC)
 Definition: An occurrence where an evacuation was either unnecessary, failed due to
equipment malfunction, resulted in injuries, or contributed to the severity of the event
 Includes:
 Injuries sustained during the evacuation through an emergency exit or main cabin door.
 Cases in which the evacuation itself is the accident
 Unnecessary evacuation either erroneously commanded by the crew or uncommanded

 Includes ditching or survivable crash landings, provided any of the above conditions are
met
Note: Applies only to passenger transport aircraft.
 Excludes:
 Successful necessary evacuation during which no person got injured
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Occurrence Categories (CICTT)
Fire/Smoke (NON-IMPACT) (F-NI)
 Definition: Fire or smoke in or on the aircraft, in flight, or on the ground, which is not the
result of impact.
 Includes:
 Fire due to a combustive explosion from an accidental ignition source
 Fire and smoke from system/component failures/malfunctions in the cockpit,
passenger cabin, or cargo area
 Excludes:
 Non-combustive explosions
 Fire/Smoke resulting from an accident impact is coded under Fire/Smoke (Post-
Impact) (F-POST)

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Occurrence Categories (CICTT)
Fire/Smoke (POST-IMPACT) (F-POST)
 Definition: Fire/Smoke resulting from impact
 Includes:
 Fire or smoke that develops following an impact with the ground, obstacles, or
another aircraft
 Cases where the fire contributed to fatalities, injuries, or the extent of aircraft
damage
Note: Only used in conjunction with another category.
 Excludes:
 Pre-impact fire: Fire or smoke resulting from a malfunction or operational event
that is not caused by an impact (code as F-NI)

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Occurrence Categories (CICTT)
Fuel related (FUEL)
 Definition: Loss of power in one or more engines caused by fuel exhaustion, starvation, contamination,
mismanagement, or induction/carburetor icing
 Includes:
 Fuel exhaustion, starvation/mismanagement, contamination, wrong fuel
 Flight crew or ground crew-induced fuel-related problems that are not the result of mechanical
failures
 Cases in which there was a high risk of fuel exhaustion but there was no actual loss of power
 Exhaustion of battery(s) used as an energy source for the powerplant(s) (e.g., electrically propelled
aircraft), including unmanned aircraft.
 Wrong fuel that causes a powerplant failure
 Excludes:
 Interruptions of the fuel supply caused by mechanical failures are coded elsewhere as non-
powerplant (SCF-NP) or powerplant system/component failures (SCF-PP)

43
Occurrence Categories (CICTT)
Ground Collision (GCOL)
 Definition: Collision while taxiing to or from a runway in use.
 Includes:
 Includes collisions with an aircraft, person, ground vehicle, obstacle, building,
structure, etc., while on a surface other than the runway used for landing or
intended for takeoff
Note: Taxiing includes ground and air taxiing for rotorcraft on designated taxiways.
 Excludes:
 Ground collisions resulting from events categorized under Runway Incursion (RI),
Wildlife (WILD), or Ground Handling (RAMP) are excluded from this category

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Occurrence Categories (CICTT)
Ground Handling (RAMP)
 Definition: Occurrences during (or as a result of) ground handling operations
 Includes:
 Boarding, deplaning, loading cargo, or fueling (including helicopter boarding and disembarking during
hovering)
 Incidents during pushback, powerback, or towing
 Deficiencies in de-icing or anti-icing procedures
 Jet blast, prop wash, or rotor downwash causing ground damage or injury
 Propeller, rotor, or fan blade strikes to personnel
 Improperly secured doors, latches, or incorrect cargo loading that leads to an event later in the flight
Note: If an external load is involved with an event during ground handling operations, code both (RAMP)
and (EXTL).
 Excludes:
 Collisions while the aircraft is moving under its own power (even in the ramp/gate area) are coded as
(GCOL)

45
Occurrence Categories (CICTT)
Icing (ICE)
 Definition: Accumulation of snow, ice, freezing rain, or frost on aircraft surfaces that
adversely affects aircraft control or performance.
 Includes:
 Includes accumulations that occur in flight or on the ground (i.e., deicing-related)
 Windscreen icing which restricts visibility
 ice accumulation on sensors, antennae, and other external surfaces
 ice accumulation on external surfaces including those directly in front of the
engine intakes
 Excludes:
 Carburetor and induction icing events are coded in the Fuel Related (FUEL)
category

46
Occurrence Categories (CICTT)
Loss of Control - Ground (LOC-G)
 Definition: The loss of aircraft control while the aircraft is on the ground (non-airborne phases)
 Includes:
 Loss of control due to contaminated taxiways or runways (e.g., ice, slush, standing water)
 Dynamic rollover, ground resonance, and loss of control during sloping ground or moving helideck
operations
 Loss of control resulting from evasive action taken to avoid a Runway Incursion (RI) or Wildlife (WILD)
encounter.
Note: If a powerplant or system failure leads to the loss of control, code (LOC–G) and (SCF–PP) or
(SCF–NP)
 Excludes:
 Any loss of control once the aircraft is airborne (code as LOC–I)
 mechanical failure rendering the aircraft physically uncontrollable (e.g., a total steering linkage snap)

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Occurrence Categories (CICTT)
Loss of Control - Inflight (LOC-I)
 Definition: Loss of aircraft control while airborne, representing an extreme manifestation of a deviation from the intended flightpath
 Includes:
 Stalls, spins, and (for rotorcraft) retreating blade stall or loss of tail rotor effectiveness
 Deliberate maneuvers gone wrong (e.g., stall/spin practice) and pilot-induced/assisted oscillations
 Power settling (vortex ring state), practice or autorotation emergencies, and loss of control during external load operations
 Issues arising from improper flap/slat settings or onboard systems
 For unmanned aircraft event: deviations due to loss of datalink associated with anticipated or unanticipated signal loss
(unless it is a pure hardware failure)
 Loss of control that follows a less severe system/component failure in this case code both (SCF-PP) or (SCF-NP) and (LOC-I)
 Excludes:
 If the pilot is in full control but flies into terrain due to degraded visual environments (brownout, whiteout, or "black hole"
effect), code as CFIT, not LOC–I
 If a system/powerplant failure (SCF–NP/PP) makes the aircraft immediately uncontrollable, code only the SCF category

48
Occurrence Categories (CICTT)
Medical (MED)
 Definition: Occurrences involving illnesses of persons on board an aircraft
 Includes:
 Crewmembers unable to perform duties due to illness
 Medical emergencies due to illness involving any person on board an aircraft, including
passengers and crew
Note: Medical emergencies involving passengers (formerly coded as CABIN prior to Oct 2013)
must now be coded as MED.
 Excludes:
 Injuries from thunderstorms or wind shear (code as WSTRW)
 Injuries from turbulence (code as TURB)
 Injuries, suicide, or laser-induced incapacitation/blindness (code as SEC)
 Sprains, cuts, or burns from normal cabin activity like handling bags or galley equipment
(code as CABIN)

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Occurrence Categories (CICTT)
Navigation errors (NAV)
 Definition: Occurrences involving the incorrect navigation of aircraft on the ground or in the air.
 Includes:
 In-Flight Deviations: Errors in lateral/vertical tracking, altitude busts, or entering airspace without
authorization due to poor planning or programming errors
 Procedural Failures: Deviating from ATC clearances, published departures (SID), arrivals (STAR), or
approach procedures
 Surface/Ground Errors: Operating on unassigned or restricted taxiways/runways, including wrong-
surface take-offs, landings, or taxiway excursions
 Destination Errors: Approaching or landing at the wrong airport or an unassigned runway
 Excludes:
 Intentional deviations made by the PIC during an emergency
 Deviations to avoid other aircraft (Visual or TCAS RA)—coded as (MAC)
 Deviations caused by wind shear or turbulence—coded as (WSTRW) or (TURB)
 Lateral or vertical deviations resulting from a total loss of aircraft control coded as (LOC-I) (In-flight)
 Taxiway excursions due to a loss of control on the ground, which is coded as (LOC-G)

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Occurrence Categories (CICTT)
Other (OTHR)
 Definition: Any occurrence not covered under another category
Note: Don’t use other in combination other Occurrence categories.

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Occurrence Categories (CICTT)
Runway Excursion (RE)
 Definition: A veer-off or overrun off the runway surface
 Includes:
 Events where the aircraft was on the runway during the takeoff or landing phase
 Helicopters departing from helidecks and heliports
 Excursion as consequence of previous different events independently for the
intentionality of it
 Excludes:
 Landing and take-off from unprepared runway surface

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Occurrence Categories (CICTT)
Runway Incursion (RI)
 Definition: The incorrect presence of an aircraft, vehicle, or person on a protected
landing or takeoff surface
 Notes:
 RI + NAV If caused by an aircraft's navigation error
 RI + ATM If caused by an ATC/ATM error
 Excludes:
 Events at unprepared/natural landing sites
 Occurrences involving animals or birds on the runway which are coded as Wildlife
(WILD) or Bird (BIRD)

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Occurrence Categories (CICTT)
Security Related (SEC)
 Definition: Criminal/Security acts which result in accidents or incidents
 Includes:
 Security related act that result in serious injury or death to person(s) and/or
substantial damage to the aircraft
 Hijacking and/or aircraft theft,
 Interference with a crewmember (e.g., unruly passengers)
 Flight control interference
 Ramp/runway/taxiway security
 Sabotage, suicide, act of war

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Occurrence Categories (CICTT)
System/Component Failure or Malfunction (Non-powerplant) (SCF-NP)
 Definition: Failure or malfunction of an aircraft system or component other than the
powerplant.
 Includes:
 Rotorcraft main rotor and tail rotor system, drive system and flight control failures or
malfunction
 Errors or failures in software and database systems
 Non-powerplant parts or pieces separating from an aircraft
 All failures/malfunctions, including those related to or caused by maintenance issues
 Ground-based transmission, aircraft-based communication, or datalink systems related
to Unmanned aircraft (UAS)
 Failures of ground-based launch or recovery system equipment
Note: If failure makes the aircraft uncontrollable: Code (SCF-NP) only. Alternatively, code as well
(LOC-I) or (LOC-G) as appropriate.

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Occurrence Categories (CICTT)
System/Component Failure or Malfunction (Powerplant) (SCF-PP)
 Definition: Failure or malfunction of an aircraft system or component related to the powerplant.
 Includes:
 Failure related to propellers, propeller system and engine gearbox, reversers, and powerplant
controls.
 Parts or pieces separating from a powerplant.
 All failures/malfunctions, including those related or caused by maintenance
Note: If failure makes the aircraft uncontrollable: Code (SCF-PP) only. Alternatively, code as well LOC-I or
LO-G as appropriate
 Excludes:
 Fuel-related powerplant problems such as fuel exhaustion, fuel starvation/mismanagement, fuel
contamination, wrong fuel, carburetor and induction icing are coded as (FUEL)
 Rotorcraft main rotor and tail rotor system, drive system and flight control failures or malfunctions
are coded ad (SCF-NP)

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Occurrence Categories (CICTT)
Turbulence Encounter (TURB)
 Definition: In-flight turbulence encounter
 Includes:
 Clean air turbulence, mountain wave, mechanical, and/or cloud-associated
turbulence
 Wake vortex encounters
 Turbulence encounter when operating around or at buildings, structures and
objects
 Excludes:
 Flights into wind shear or thunderstorm-related turbulence are coded as Wind
Shear or Thunderstorm (WSTRW).

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Occurrence Categories (CICTT)
Undershoot/Overshoot (USOS)
 Definition: A touchdown off the runway/helipad/helideck surface.
 Includes:
 Undershoot/overshoot occurs in close proximity and when the landing gear
touches off the runway/helipad/helideck surface
Note: To be used for occurrences during the landing phase.
 Excludes:
 Off-airport emergency landings
 Helicopter unprepared or natural landing sites

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Occurrence Categories (CICTT)
Unknown or Undetermined (UNK)
 Definition: Insufficient information exists to categorize the occurrence.
 Includes:
 Includes cases in which the aircraft is missing
 Not enough information available to classify the occurrence.
Note: Not to use in combination with other categories

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Occurrence Categories (CICTT)
Wildlife (WILD)
 Definition: Collision with, risk of collision, or evasive action taken by an aircraft to avoid
wildlife on the movement area of an aerodrome or a helipad/helideck in use.
 Includes:
 Wildlife on a runway in use or any other aerodrome movement area
 Instances where evasive action leads to a collision off the movement area or other
damage (e.g., gear collapse or runway excursion)
Note: Encounters at controlled/uncontrolled airports, helidecks, or unprepared/natural
landing sites.
 Excludes:
 Excludes bird strikes, which are coded as Bird (BIRD)

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Occurrence Categories (CICTT)
Windshear or Thunderstorm (WSTRW)
 Definition: Flight into wind shear or thunderstorm.
 Includes:
 Flight into wind shear and/or thunderstorm-related weather
 Encounters with hail, lightning, or heavy rain

 Excludes:
 Icing and turbulence encounters are coded separately (see Icing (ICE) and
Turbulence Encounter (TURB))

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Deep dive: Occurrence and Event type classification
Quick overview: Event type taxonomy
 Developed initially in 1976

 Massive level of details (Over 3000 values)

 Transform narrative text into a list of Event types

 Standardise story telling (Why  What  how)

 Knowledge-dependent Granularity

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Deep dive: Occurrence and Event type classification
Event type taxonomy: hierarchical structure
 Any other events
 Consequential events
 Equipment
 Operational
 Organisational
 Personnel
 Unknown

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Deep dive: Occurrence and Event type classification
Event type taxonomy: A practical example
 Occurrence text:
 Flight crew experienced Cabin Altitude Warning at FL370. The flight crew donned oxygen masks and initiated
emergency descent. During the descent flight crew suffered change in ear pressure. Mayday was declared. Flight
crew uneventfully landed on EPKT. Flight crew uninjured, aircraft with no damage
Nr. Event type Event phase

1 Equipment - 2100 Air Conditioning & Pressurization System - 2130 - Powered Fixed-wing aircraft - En-route – Cruise
Pressurisation Control System Events - 2131 Cabin Decompression
2 Operational - Aircraft Flight Operations - Warning System Triggered - Other Powered Fixed-wing aircraft - En-route – Cruise
Warning System Operation
3 Operational - Aircraft Flight Operations - Cabin Safety - Release/Use of Powered Fixed-wing aircraft - En-route -
Oxygen Masks (Flight Crew) Emergency descent en-route
4 Consequential Events - Flight Operations Outcome Events - Emergency Powered Fixed-wing aircraft - En-route -
Situations - Emergency Descent Emergency descent en-route
5 Consequential Events - Flight Operations Outcome Events - Emergency Powered Fixed-wing aircraft - En-route -
Situations - Mayday Call Emergency descent en-route

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Practical aspects
Adress the TOP 5 Quality issue
 Make sure to
❶ Prioritize Quality Over Immediacy (The "Rushed Update" Trap)
❷ Technical failure & System identification – provided information about the ATA chapter
involved
❸ Narrative precision & decluttering, keep only text that brings added value
❹ Accountability: identifying other informed parties
❺ Attach any relevant document mentioned in the text…. but not provided
Good data quality shortens processing time, clarifies what happened, turns
information into actionable intelligence, and ensures that resources are focused
where they are truly needed.
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After the webinar
→ The webinar will be posted on the EASA internet
→ Answers to all questions will also be posted within 15 working days

→ Also available on YouTube

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 Thank you for your attention

[Link]/connect Your safety is our mission.

An Agency of the European Union
Resources, 1 of 2
→ EASA Regulations Library: Regulations | EASA
→ EASA Easy Access Rules Library and EAR for Air Operations
(Regulation (EU) No 965/2012)
→ EASA resources for Air Operations.
→ EAR for Acceptable Means of Compliance for Airworthiness of
Products, Parts and Appliances (AMC-20)
→ ICAO Safety Management Manual Doc 9859, 4th edition
→ ICAO Guidance Materials. (accessed on 09-Dec-2025)

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Resources, 2 of 2
→ ICAO paper, Safety Risk Management (SRM) Methodologies,
Aviation Risk Management Solutions (ARMS) and Event Risk
Classification (ERC) Version 1.0 – January 2024
→ EASA Acceptable Level of Safety Performance (ALoSP),
Implementation Guidance within the European Union Framework,
issue 01 dated 31-May-2021.
→ Helios Airways Boeing 737-300, Flight HCY522 accident on 14 Aug.
2005, Technical and Common Theme related lessons.

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