background image




An aircraft is overdue and is believed to have 

been involved in an accident. 

b.  Manner of Notification. 


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: 


Direct telephone notification. 


Telegraphic notification. 


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. 


notification required above must contain the 
following information, if available: 


Type, nationality, and registration marks of 

the aircraft. 


Name of owner and operator of the aircraft. 


Name of the pilot-in-command. 


Date and time of the accident, or incident. 


Last point of departure, and point of intended 

landing of the aircraft. 


Position of the aircraft with reference to some 

easily defined geographical point. 


Number of persons aboard, number killed, 

and number seriously injured. 


Nature of the accident, or incident, the 

weather, and the extent of damage to the aircraft so far 
as is known; and 


A description of any explosives, radioactive 

materials, or other dangerous articles carried. 

d.  Follow

up Reports. 


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: 


Within 10 days after an accident; 


When, after 7 days, an overdue aircraft is 

still missing; 


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. 


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. 


The operator of an aircraft must file with the 

NTSB Field Office nearest the accident or incident 
any report required by this section. 


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. 



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 



Safety, Accident, and Hazard Reports