Reporting of Accident or Serious Incident
Reporting of Accident or Serious Incident
The Commander/Operator of an aircraft, involved in an accident or serious incident, must notify the Chief Inspector of Air Accidents of appropriate Authority by the quickest means of communication available. This is normally done by the Company on the Commander's behalf via the Operations Control Centre. The Commander is responsible to notify the Company by any appropriate means and he should follow this notification with a safety report using the ASR system as soon as is reasonably possible.
An immediate notification must contain the following details:
• Name of the Commander;
• Date, time and kind of incident or accident;
• Aeroplane type, registration and call sign (flight number);
• Number of crew members and passengers;
• Description of damage to persons/property;
• Purpose of the flight, departure and destination aerodrome;
• Type of occurrence (place and operating phase of the failure);
• Information on transported dangerous goods, if applicable.
Securing Documentation
The investigation of an accident / incident serves to uncover the chain of events, it causes and consequently should prevent re-occurrence. For that purpose, the Company shall secure all documents and papers at headquarters, maintenance base and aerodrome of last departure which may be of relevance.
Flight Recorders comprise two systems: a flight data recorder and a cockpit voice recorder.
Flight Recorders must not be switched off during flight time.
To preserve flight recorder records, flight recorders must be de-activated upon completion of flight time following an accident or incident. The flight recorder must not be re-activated before their disposition as determined in accordance with ICAO Annex 13.
Following an accident or serious incident, the Commander should stop the CVR by pulling the associated circuit breaker after landing; this will prevent the recording being overwritten. The FDR will stop recording automatically after the second engine is shut down and requires no flight crew action. The original recorded data pertaining to the accident shall be retained for a period of 60 days by the Company unless otherwise directed by the investigating Authority.
The need for removal of the flight recorder records from the aircraft will be determined by the investigating Authority in the State conducting the investigation with due regard to the seriousness of an occurrence and the circumstances, including the impact on the operation.
The Commander must ensure, to the extent possible, in the event the aeroplane becomes involved in an accident or incident, the preservation of all related flight recorder records, and if necessary the associated flight recorders, and their retention in safe custody pending their disposition as determined in accordance with ICAO Annex 13. Flight data recordings will be made available to the Authority on request.
Non Reprisal Policy
The Company is committed to the safest operation possible. Therefore, it is imperative that the Company has uninhibited reporting of all incidents and occurrences that in any way affect the safety of Company’s operations. It is the responsibility of each employee to communicate any information that may affect the integrity of flight safety. To promote a timely, uninhibited flow of information, this communication must be free of reprisal (non-reprisal policy/just culture concept).
Important: The Company will not initiate disciplinary proceedings against an employee who discloses an incident or occurrence involving flight safety. This policy shall not apply to information provided to the Company by a source other than the employee or in the case of negligent behaviour and/or deliberate violations.
Just Culture Concept vs. Negligent Behaviour and Deliberate Violations
In spite of Company’s firm determination regarding just culture concept there might be situations where behaviour of the crew member cannot be tolerated.
Non-reprisal policy will be denied in cases:
• Where one commits safety threat deliberately; or
• Where one commits act based on negligence; and
• To persons that knowingly and willingly violate legal acts and/or Company procedures and requirements.
In such cases, crew member will not be protected against Company’s discipline actions even if occurrence report (ASR, etc.) has been filed by him.
Confidential Safety Reports
The Company’s Confidential Reporting Scheme follows the normal ASR procedure except details to identify the reporter need not be provided (anonymously). This is open to any staff member to report any potentially unsafe act or procedure.
Reports may be submitted on the ASR format report in a de-identified manner and put into Safety Confidential Information box. The report may also be submitted via e-mail or any other communication medium.
The less information available the more difficult resolution will be and personnel is encouraged to include maximum detail or contact a trusted manager. Confidential safety reports will be received by the Safety Department and may be handed for evaluation to either the Safety Manager or a manager from any of the Company’s departments (Flight Operations Department, Engineering/Maintenance Department, Ground Operations Department or Training Department).
Confidential reports will be accompanied by a non-punitive approach, except where deliberate actions are proven.
All personnel should be cognisant that confidential/anonymous reports used for personal gain could damage the company safety programme and is deemed unacceptable.
Procedures for Verbal Notification to ATS Units of Incidents
In addition to raising an ASR, the flight crew will have to notify the concerned air traffic service unit as soon as possible if any of the following events occurs:
• A near collision with any other flying object;
• Faulty air traffic procedures or lack of compliance with applicable procedures by air traffic services or by the flight crew;
• Failure of air traffic services facilities;
• Whenever an aircraft in flight has manoeuvred in response to a TCAS Resolution Advisory (RA);
• A potential bird hazard is observed;
• A potentially hazardous condition such as an irregularity in a ground or navigational facility, a meteorological phenomenon or a volcanic ash cloud is encountered during flight.
An initial notification shall be made as soon as possible by R/T to the concerned air traffic service unit (or by telephone upon landing, if not possible in the air) in the following format:
• TCAS RA:
Example: “The Company 211, TCAS RA”
Other hazards:
• Type of HAZARD or BIRD STRIKE,
• Position,
• Time,
• Level,
• Heading,
• Weather conditions.
The initial notification to the concerned air traffic service unit shall be subsequently confirmed on a Company ASR form. The ASR form is not used for the initial notification.
The Commander/Operator of an aircraft, involved in an accident or serious incident, must notify the Chief Inspector of Air Accidents of appropriate Authority by the quickest means of communication available. This is normally done by the Company on the Commander's behalf via the Operations Control Centre. The Commander is responsible to notify the Company by any appropriate means and he should follow this notification with a safety report using the ASR system as soon as is reasonably possible.
An immediate notification must contain the following details:
• Name of the Commander;
• Date, time and kind of incident or accident;
• Aeroplane type, registration and call sign (flight number);
• Number of crew members and passengers;
• Description of damage to persons/property;
• Purpose of the flight, departure and destination aerodrome;
• Type of occurrence (place and operating phase of the failure);
• Information on transported dangerous goods, if applicable.
The investigation of an accident / incident serves to uncover the chain of events, it causes and consequently should prevent re-occurrence. For that purpose, the Company shall secure all documents and papers at headquarters, maintenance base and aerodrome of last departure which may be of relevance.
Flight Recorders comprise two systems: a flight data recorder and a cockpit voice recorder.
Flight Recorders must not be switched off during flight time.
To preserve flight recorder records, flight recorders must be de-activated upon completion of flight time following an accident or incident. The flight recorder must not be re-activated before their disposition as determined in accordance with ICAO Annex 13.
Following an accident or serious incident, the Commander should stop the CVR by pulling the associated circuit breaker after landing; this will prevent the recording being overwritten. The FDR will stop recording automatically after the second engine is shut down and requires no flight crew action. The original recorded data pertaining to the accident shall be retained for a period of 60 days by the Company unless otherwise directed by the investigating Authority.
The need for removal of the flight recorder records from the aircraft will be determined by the investigating Authority in the State conducting the investigation with due regard to the seriousness of an occurrence and the circumstances, including the impact on the operation.
The Commander must ensure, to the extent possible, in the event the aeroplane becomes involved in an accident or incident, the preservation of all related flight recorder records, and if necessary the associated flight recorders, and their retention in safe custody pending their disposition as determined in accordance with ICAO Annex 13. Flight data recordings will be made available to the Authority on request.
Non Reprisal Policy
The Company is committed to the safest operation possible. Therefore, it is imperative that the Company has uninhibited reporting of all incidents and occurrences that in any way affect the safety of Company’s operations. It is the responsibility of each employee to communicate any information that may affect the integrity of flight safety. To promote a timely, uninhibited flow of information, this communication must be free of reprisal (non-reprisal policy/just culture concept).
Important: The Company will not initiate disciplinary proceedings against an employee who discloses an incident or occurrence involving flight safety. This policy shall not apply to information provided to the Company by a source other than the employee or in the case of negligent behaviour and/or deliberate violations.
Just Culture Concept vs. Negligent Behaviour and Deliberate Violations
In spite of Company’s firm determination regarding just culture concept there might be situations where behaviour of the crew member cannot be tolerated.
Non-reprisal policy will be denied in cases:
• Where one commits safety threat deliberately; or
• Where one commits act based on negligence; and
• To persons that knowingly and willingly violate legal acts and/or Company procedures and requirements.
In such cases, crew member will not be protected against Company’s discipline actions even if occurrence report (ASR, etc.) has been filed by him.
Confidential Safety Reports
The Company’s Confidential Reporting Scheme follows the normal ASR procedure except details to identify the reporter need not be provided (anonymously). This is open to any staff member to report any potentially unsafe act or procedure.
Reports may be submitted on the ASR format report in a de-identified manner and put into Safety Confidential Information box. The report may also be submitted via e-mail or any other communication medium.
The less information available the more difficult resolution will be and personnel is encouraged to include maximum detail or contact a trusted manager. Confidential safety reports will be received by the Safety Department and may be handed for evaluation to either the Safety Manager or a manager from any of the Company’s departments (Flight Operations Department, Engineering/Maintenance Department, Ground Operations Department or Training Department).
Confidential reports will be accompanied by a non-punitive approach, except where deliberate actions are proven.
All personnel should be cognisant that confidential/anonymous reports used for personal gain could damage the company safety programme and is deemed unacceptable.
Procedures for Verbal Notification to ATS Units of Incidents
In addition to raising an ASR, the flight crew will have to notify the concerned air traffic service unit as soon as possible if any of the following events occurs:
• A near collision with any other flying object;
• Faulty air traffic procedures or lack of compliance with applicable procedures by air traffic services or by the flight crew;
• Failure of air traffic services facilities;
• Whenever an aircraft in flight has manoeuvred in response to a TCAS Resolution Advisory (RA);
• A potential bird hazard is observed;
• A potentially hazardous condition such as an irregularity in a ground or navigational facility, a meteorological phenomenon or a volcanic ash cloud is encountered during flight.
An initial notification shall be made as soon as possible by R/T to the concerned air traffic service unit (or by telephone upon landing, if not possible in the air) in the following format:
• TCAS RA:
Example: “The Company 211, TCAS RA”
Other hazards:
• Type of HAZARD or BIRD STRIKE,
• Position,
• Time,
• Level,
• Heading,
• Weather conditions.
The initial notification to the concerned air traffic service unit shall be subsequently confirmed on a Company ASR form. The ASR form is not used for the initial notification.
Reporting of Accident or Serious Incident
Reviewed by Aviation Lesson
on
1:03 PM
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Reviewed by Aviation Lesson
on
1:03 PM
Rating:
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