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EASA flight instruction, built around decision-making.
FI(A) instruction in the Netherlands for pilots who want to fly precisely and think clearly under pressure — ab initio through refresher training, flight reviews and aircraft familiarisation.
What this is
Manoeuvres are the easy part.
Most pilots can be taught to fly an accurate steep turn. Far fewer are taught, explicitly, how to notice a plan going wrong early enough to change it. That gap is where general aviation accidents live, and it is where this instruction puts its weight.
Every session is briefed against a defined objective and debriefed against what actually happened. Threat & Error Management is not a separate module — it is the language used to plan the flight, fly it, and take it apart afterwards. The result is a pilot who can explain their own decisions, which is the only reliable sign that the training transferred.
Instruction is available for pilots starting from zero, for licence holders returning after a break, for revalidation and flight reviews, and for owners converting onto a new aircraft. Training records are kept in a form you can produce for an examiner or an insurer without editing them first.
Scope
What we instruct.
Ab initio training
From first flight onward, with the same briefing discipline applied from day one.
Refresher training
For licence holders returning after a gap — currency rebuilt deliberately, not assumed.
Flight reviews and revalidation
Conducted as training rather than as a formality, with a usable debrief at the end.
Aircraft familiarisation
Converting onto a new type or a newly purchased aircraft, including systems and limitations.
Standardisation
Bringing pilots in a group, club or operation onto one set of calls, flows and expectations.
Threat & Error Management
Threats identified before departure, errors trapped in flight, and both reviewed afterwards.
Safety-oriented instruction
Weather decisions, diversions, go-arounds, and the moments where continuing is the wrong answer.
Briefing and debriefing
Structured before and after every flight, because that is where most of the learning happens.
Questions
What pilots usually ask first.
With an honest assessment flight and no assumptions. Handling usually returns faster than judgement does, so the plan that follows tends to weight decision-making and weather more heavily than airwork.
In most cases yes, subject to the aircraft's insurance and the applicable training arrangement. Familiarisation on a newly purchased aircraft is a common reason people get in touch.
Because it gives a pilot a repeatable way to think rather than a set of memorised responses. Name the threats before you start, notice the errors while they are still small, and review both honestly afterwards. It becomes ordinary once it is habit, and it is the part that keeps working when the flight stops resembling the briefing.
Both. Briefings, debriefings and written records can be delivered in either language — useful if your licence, club and insurer do not all speak the same one.
Plan for roughly twice the airborne time. A one-hour flight with a proper briefing and debriefing is a two-hour commitment, and the ground half is where most of the value sits.
Ready when you are.
Tell us your experience, your aircraft and what you want to be able to do.