Aircraft accident reporting When?

[cliffy]

Just thought I'd start this thread, after reading several other threads, to see what the general feeling is on notifying someone/anyone about an aircraft incident or accident.

The questions are-

When does the FAA need to be called to report an accident or incident?

Who else (if anyone) needs to be notified?

Do all incidents or accidents need to be reported?

Jump in, this might be fun!

 

 

[RLCarter]

It's in the FAR's

[midlifeflyer]

28 minutes ago, RLCarter said:

It's in the FAR's

Actually, it's not. There is no Part 61 or 91 requirement to report an accident to the FAA. It's in the NTSB regs not the FAA regs, specifically, Part 830 of the NTSB regs, which is pretty short. Accident reports, when required, are made to the NTSB. 

The references for pilots in the FAR refer to the NTSB rules with certificate and rating knowledge/training requirements like " Accident reporting requirements of the National Transportation Safety Board." FAA guidance material on accident reporting discusses the NTSB rules, not he FAR

So, is this a regulatory question, a practical question,  a planned trick question, or someone asking others to do their homework?  

[cliffy]

Actually it was just to pique interest in a discussion on the subject as I was reading previous threads and some confusion seems to be involved not only here but at my airport. I'm surprised not more have chimed in.

As mentioned, the FAA doesn't get notified, only the NTSB AND only if the incident meets certain parameters. Death, serious injury qualify but a gear up landing, a hard landing damaging the gear prop and engine do not qualify.

It's the NTSBs responsibility to coordinate with the FAA

Many airport managers think that the FAA needs to be called for any "incident". They did here until they were taught NTSB 830.

We even had an FAA person here last year, after a gear fold accident yelling at the shop manager about removing the airplane from the runway before the FAA could see it and why didn't he call the FAA. It was a hard landing that folded the gear, got the prop and in turn the engine. It didn't qualify for notification to the NTSB and NOT him, the FAA.

The shop manager didn't have the correct answer to stifle the FAA rep. 

 

[Robert C.]

Aviation Consumer, April 2016, page 15 has a good article on the topic.

NTSB 830 is fairly clear. As Cliffy notes, a big risk is that bystanders end up calling the Feds after which it doesn't matter, the FAA may well decide to come take a look and then you're bound by the usual rules on how to respond.

quote below courtsey of the NBAA website

Accidents

In Part 830, the NTSB defines an accident as:

• an occurrence associated with the operation of an aircraft which takes place between the time any person boards the aircraft with the intention of flight and when all such passengers have disembarked,
• in which any person suffers death or serious injury,
• in which the aircraft receives substantial damage.

Substantial damage means damage or failure which adversely affects the structural strength, performance, or flight characteristics of the aircraft. This type of damage would normally require major repair or replacement of the affected component.

There are certain items that are not considered “substantial damage” by the NTSB. These include:

• Engine failure or damage limited to an engine if only one engine fails or is damaged
• Bent fairings or cowling
• Dented aircraft skin or small punctured holes in the skin or fabric
• Ground damage to rotor or propeller blades
• Damage to landing gear, wheels, tires, flaps, engine accessories, brakes, or wingtips

 

Incidents

The NTSB defines an incident as an occurrence other than an accident, associated with the operation of an aircraft, which affects or could affect the safety of operations. While many incidents do not need to be reported to the NTSB, there are serious incidents that must be reported.

Operators should review the full list of reportable incidents, but the following are a few common examples:

• Damage to property, other than the aircraft, estimated to exceed $25,000 for repair (including materials and labor) of fair market value in the event of total loss, whichever is less
• In-flight fire
• Flight control system malfunction or failure
• Complete loss of information, excluding flickering, from more than 50% of an aircraft’s electronic cockpit displays, such as EFIS
• ACAS resolution advisory issued when an aircraft is being operated under an IFR flight plan and compliance with the advisory is necessary to avoid a collision, or if the aircraft is operating in Class A airspace

 

Providing Notification to NTSB

When a reportable incident occurs, the pilot should immediately report it to the NTSB Response Operations Center at (844) 373-9922. In many cases, the pilot will be directed to complete Form 6120.1, the Pilot/Operator Aircraft Accident Report, which can be found on the NTSB web site in PDF format. The completed form must be submitted to the NTSB via email, mail or fax.

[gsxrpilot]

If I have an accident... then I might be interested.

[cliffy]

It's nice to know BEFORE you have an accident because the events after happen rapidly (within a few minutes of the accident)

Knowing right away whether or not it is a reportable accident eases everyones nerves

[N9201A]

Call AOPA legal if you have it. Get it if you don't. It's impossible to plan ahead how best to handle "just a couple questions" in all circumstances. No report is required instantly, so take the time to reflect and get advice. Where there are injuries or significant property damage, there will certainly be higher priorities than paperwork anyway.

[DXB]

22 minutes ago, N9201A said:

Call AOPA legal if you have it. Get it if you don't. It's impossible to plan ahead how best to handle "just a couple questions" in all circumstances. No report is required instantly, so take the time to reflect and get advice. Where there are injuries or significant property damage, there will certainly be higher priorities than paperwork anyway.

This sounds like excellent advice.  Most of us thankfully have zero experience with these situations. But this inexperience also makes us terrible at interpreting any nuances of the regs or anticipating the consequences of decisions made under stress.   At $49/year I may have to add on this benefit.

[Yetti]

"I am pretty shaken up. I would be happy to talk later in the week. I am going home now"