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Safety, Accident, and Hazard Reports

2. An aircraft is overdue and is believed to have

been involved in an accident.

b. Manner of Notification.

1. The most expeditious method of notification

to the NTSB by the operator will be determined by the

circumstances existing at that time. The NTSB has

advised that any of the following would be

considered examples of the type of notification that

would be acceptable:

(a) Direct telephone notification.

(b) Telegraphic notification.

(c) Notification to the FAA who would in turn

notify the NTSB by direct communication; i.e., dis-

patch or telephone.

c. Items to be Included in Notification. The

notification required above must contain the

following information, if available:

1. Type, nationality, and registration marks of

the aircraft.

2. Name of owner and operator of the aircraft.

3. Name of the pilot-in-command.

4. Date and time of the accident, or incident.

5. Last point of departure, and point of intended

landing of the aircraft.

6. Position of the aircraft with reference to some

easily defined geographical point.

7. Number of persons aboard, number killed,

and number seriously injured.

8. Nature of the accident, or incident, the

weather, and the extent of damage to the aircraft so far

as is known; and

9. A description of any explosives, radioactive

materials, or other dangerous articles carried.

d. Follow−up Reports.

1. The operator must file a report on NTSB

Form 6120.1 or 6120.2, available from NTSB Field

Offices or from the NTSB, Washington, DC, 20594:

(a) Within 10 days after an accident;

(b) When, after 7 days, an overdue aircraft is

still missing;

(c) A report on an incident for which

notification is required as described in subpara-

graph a(1) must be filed only as requested by an

authorized representative of the NTSB.

2. Each crewmember, if physically able at the

time the report is submitted, must attach a statement

setting forth the facts, conditions, and circumstances

relating to the accident or incident as they appeared.

If the crewmember is incapacitated, a statement must

be submitted as soon as physically possible.

e. Where to File the Reports.

1. The operator of an aircraft must file with the

NTSB Field Office nearest the accident or incident

any report required by this section.

2. The NTSB Field Offices are listed under U.S.

Government in the telephone directories in the

following cities: Anchorage, AK; Atlanta, GA;

Chicago, IL; Denver, CO; Fort Worth, TX;

Los Angeles, CA; Miami, FL; Parsippany, NJ;

Seattle, WA.

7−6−3. Near Midair Collision Reporting

a. Purpose and Data Uses. The primary purpose

of the Near Midair Collision (NMAC) Reporting

Program is to provide information for use in

enhancing the safety and efficiency of the National

Airspace System. Data obtained from NMAC reports

are used by the FAA to improve the quality of FAA

services to users and to develop programs, policies,

and procedures aimed at the reduction of NMAC

occurrences. All NMAC reports are thoroughly

investigated by Flight Standards Facilities in

coordination with Air Traffic Facilities. Data from

these investigations are transmitted to FAA Head-

quarters in Washington, DC, where they are compiled

and analyzed, and where safety programs and

recommendations are developed.

b. Definition. A near midair collision is defined

as an incident associated with the operation of an

aircraft in which a possibility of collision occurs as a

result of proximity of less than 500 feet to another

aircraft, or a report is received from a pilot or a flight

crew member stating that a collision hazard existed

between two or more aircraft.

c. Reporting Responsibility. It is the responsi-

bility of the pilot and/or flight crew to determine

whether a near midair collision did actually occur

and, if so, to initiate a NMAC report. Be specific, as