GOVERNMENT OF INDIA

OFFICE OF THE DIRECTOR GENERAL OF CIVIL AVIATION

TECHNICAL CENTRE, OPP. SAFDARJUNG AIRPORT, NEW DELHI -110003

CIVIL AVIATION REQUIREMENTS

SECTION 5 - AIR SAFETY
SERIES 'C' PART I
Issue II, 20TH OCTOBER 2015 EFFECTIVE: FORTHWITH

F. No.A.15011/2//2016/-AS(Pt.)

Subject: Notification of Incidents and Investigation thereof.

1. INTRODUCTION:

1.1 The objective of incident/occurrence reporting and investigation is to

contribute to the improvement of aviation safety by ensuring that relevant
information on safety is reported, collected, analysed, stored, protected and
disseminated. The sole objective of occurrence reporting is the prevention of
accidents and incidents and not to attribute blame or liability.
Incident/Occurrence reporting is an essential part of the overall monitoring
function of the operator. The detailed objectives of the incident/occurrence
reporting systems are:

a) To enable assessment of safety implications of each occurrence,

including previous similar occurrences, so that any necessary action is
initiated to prevent similar occurrences in future.
b) To ensure dissemination of information.

A thorough and objective investigation of an aircraft incident would enable

identifying where relevant deficiency in operational techniques, Air traffic
control and human performance etc. lies. This in turn could lead to the
formulation of appropriate corrective actions to obviate their recurrence. The
aircraft accident prevention programme is a continuous search for detection
and elimination of all such factors, which are hazard to safety of aircraft
operation. One of the best and most effective methods for accident prevention
is proper and systematic investigation of incidents and occurrences.

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1.2 Rule 18 of Aircraft (Investigation of Accident and Incident) Rules 2017 requires
DGCA to establish a mandatory reporting system to facilitate collection of
information on actual or potential safety deficiencies. Rule 13(1) of Aircraft
Rules 2017 empowers the DGCA to institute investigation into incidents and in
case of serious incidents wherein the aircraft AUW is below 2250 kg and is not
a turbo-jet aircraft.

1.3 This Civil Aviation Requirements is issued under the provisions of Rule 133A
of the Aircraft Rules, 1937 and Rule 4, Rule 5 (1) (c) & Rule 18 of Aircraft
(Investigation of Accidents and Incidents) Rules, 2017. It prescribes the
manner in which the occurrences are to be reported and investigated and the
responsibilities of various organizations like the Operators and other
Departments/ agencies at the airport etc. in providing assistance with regard
to investigation.

2. APPLICABILITY:

This Civil Aviation requirements applies to All Scheduled, Non- Scheduled,

Aerial work aircraft, State Government / BSF aircraft & private aircraft
operators, flying clubs, aircraft manufacturer, Aerodrome operator, Air Navigation
service provider, MROs, Ground handling agents, fuel vendors. This CAR lays
down the requirements/procedures for reporting of occurrences and investigation
thereof.

3. DEFINITIONS:

Abnormal Runway Contact (ARC): Any landing or takeoff involving

abnormal runway or landing surface contact and includes events such as
hard/heavy landings, long/fast landings, off center landings, crabbed landings,
nose wheel first touchdown, tail strikes, and wingtip/nacelle strikes.

Accident: An occurrence associated with the operation of an aircraft which-

(i) in the case of a manned aircraft, takes place between the time any person
boards the aircraft with the intention of flight until such time as all such
persons have disembarked; or
(ii) in the case of an unmanned aircraft, takes place between the time the aircraft
is ready to move with the purpose of flight until such time as it comes to rest at
the end of the flight and the primary propulsion system is shut down, in which -
a) a person is fatally or seriously injured as a result of:
i. being in the aircraft, or
ii. direct contact with any part of the aircraft, including parts which have
become detached from the aircraft, or
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iii. direct exposure to jet blast,

except when the injuries are from natural causes, self-inflicted or inflicted
by other persons, or when the injuries are to stowaways hiding outside the
areas normally available to the passengers and crew; or

b) the aircraft sustains damage or structural failure which:

i. adversely affects the structural strength, performance or flight
characteristics of the aircraft, and
ii. would normally require major repair or replacement of the affected
component,

except for engine failure or damage, when the damage is limited to a

single engine, (including its cowlings or accessories), to propellers, wing
tips, antennas, probes, tires, brakes, fairings, panels, landing gear doors,
windscreens, the aircraft skin (such as small dents or puncture holes), or for
minor damages to main rotor blades, tail rotor blades, landing gear, and
those resulting from hail or bird strike (including holes in the radome); or

c) the aircraft is missing or is completely inaccessible.

Note- The detailed guidelines for determination of aircraft damage are given in
the Schedule B of Aircraft Rules 2017.
Accredited representative: A person designated by a state, on the basis of
his or her qualifications, for the purpose of participating in an investigation
conducted by another state and where the State has established an accident
investigation authority, the designated accredited representative would
normally be from that authority.

Adviser: A person appointed by a State, on the basis of his or her

qualifications, for the purpose of assisting its accredited representative in an
investigation.

Airprox (Aircraft Proximity) – A situation in which, in the opinion of a pilot or

Air Traffic Services Personnel, the distance between aircraft as well as their
relative positions and speed have been such that the safety of the aircraft
involved may have been compromised.

Causes: Actions, omissions, events, conditions, or a combination thereof,

which led to the accident or incident but does not amount to assigning fault or
determination of administrative, civil or criminal liability.

Communication Navigational and Surveillance (CNS) Incident –

Significant degradation or failure of the CNS facilities including VHF/

VOR/NDB/ ILS/Surveillance systems, ADS/CPDLC, A-SMGCS, ground-
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communication. Failure of any facility used in, available for use in, or
designated for use in aid of air navigation, including landing areas, any
apparatus or equipment, for signaling, for radio direction finding, or for radio or
other electronic communication, and any other structure or mechanism having
a similar purpose for guiding or controlling flight in the air or the landing or
takeoff of aircraft.

Flight recorder: Any type of recorder installed in the aircraft for the purpose of
complementing accident or incident investigation.

Ground Handling (RAMP) Incidents – Occurrences during (or as a result of)

ground handling operations.

• Includes collisions that occur while servicing, boarding, loading, and

deplaning the aircraft also during boarding and disembarking while
helicopter is hovering.
• Includes injuries to people from propeller/main rotor/tail rotor/fan blade
strikes.
• Includes pushback/powerback/towing events.
• Includes Jet Blast and Prop/rotor down wash ground handling
occurrences.
• Includes aircraft external preflight configuration errors (examples: improper
loading and improperly secured doors and latches) that lead to
subsequent events.
• Includes all parking areas (ramp, gate, tie-downs).
• Except for powerback events
• Includes operations at aerodromes, heliports, helidecks, and unprepared
operating sites.

Ground Collision incidents – Collision while taxiing to or from a runway in

use.

• Includes collisions with an aircraft, person, animal, ground vehicle,

obstacle, building, structure, etc. while on a surface other than the runway
used for landing or intended for takeoff.

• Ground collisions resulting from events categorized under Runway

Incursion (RI) or Ground Handling

NOTE: Taxiing includes ground and air taxiing for rotorcraft on designated
taxiways.

Incident: An occurrence, other than an accident, associated with the operation

of an aircraft, which affects or could affect the safety of operation.

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Investigation: A process conducted for the purpose of prevention of accident

which includes the gathering and analysis of information, the drawing of
conclusions, including the determination of causes, contributory factors and,
when appropriate, the making of safety recommendations.

Operator: A person, organization or enterprise engaged in or offering to

engage in an aircraft operation.

Preliminary Report: The communication used for the prompt dissemination of

data obtained during the early stages of the investigation.

Reportable Occurrence: Any incident which endangers or which, if not

corrected, would endanger an aircraft, its occupants or any other person.

Runway incursion: Any occurrence at an aerodrome involving the incorrect

presence of an aircraft, vehicle or person on the protected area of a surface,
designated for the landing and take-off of aircraft.

Runway excursions: When an aircraft on the runway surface departs the end
or the side of the runway surface. Runway excursions can occur on takeoff or
landing. They consist of two types of events:
- Veer-Off: A runway excursion in which an aircraft departs the side of a
runway.
- Overrun: A runway excursion in which an aircraft departs the end of a
runway.

Serious incident: An incident involving circumstances indicating that there

was a high probability of an accident and associated with the operation of an
aircraft which,-
(i) in the case of manned aircraft, takes place between the time any
person boards the aircraft with the intention of flight until such
time as all such persons have disembarked, or
(ii) in the case of an unmanned aircraft, takes place between the time the
aircraft is ready to move with the purpose of flight until such time as it comes
to rest at the end of the flight and the primary propulsion system is shut
down, in which -
Significant Incident: An incident involving circumstances indicating that an
accident or a serious incident could have occurred, if the risk had not been
managed within safety margins.

4. NOTIFICATION
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It is incumbent that the notice and information of occurrences as listed in

Appendix “A” in the prescribed format shall be sent as soon as possible by
the quickest means available and in any case within 24 hours by the person in
command of the aircraft or if he be killed or incapacitated the owner, operator,
the hirer or other persons on whose behalf he was in command of the aircraft/
Airport Director/ATC In charge/Communication In charge/Aerodrome In
charge/Safety Investigation Coordinator (SIC) In charge to the Director
General of Civil Aviation (Attn: Director Air Safety, HQ) and the concerned
Regional Air Safety Office(s) where the Operator is based and where the
location of the occurrence falls. In addition the information regarding incident /
accident shall also be provided to Aircraft Accident Investigation Bureau
(AAIB). Operator shall develop a procedure for reporting of occurrences and
include in their Flight Safety Manual/Safety Management System
Manual/Airport Emergency Planning Manual.

The reportable occurrences are listed in the Appendix ‘A’. Occurrences which
are likely to endanger the safety of aircraft operations would classify under the
category of incidents.

To facilitate consistent reporting and subsequent storage and analysis of data,

occurrences are to be notified as per the formats provided in Appendix ‘B’.

5. PROCESSING OF OCCURRENCE/ INCIDENT REPORTS

5.1 DGCA will evaluate each occurrence report received to decide which
occurrence require investigation by the DGCA or by the concerned operator /
AAI through PIB/AIB under the supervision/convenorship of the DGCA.

5.2 It may make such checks as is considered necessary to ensure that

operators, manufacturers, maintenance, repair and overhaul organizations
(MROs), air traffic control services, aerodrome operators and any other
applicable organization as per para 2.2 are taking any necessary remedial
and preventative action in relation to reported occurrences and
recommendations made in the investigation reports.

5.3 For occurrences concerning the foreign operators, DGCA will take such steps
as are open to it to persuade foreign aviation authorities and organisations to
take any necessary remedial and preventive action in relation to reported
occurrences;

5.4 Occurrence data shall be assessed and analysed in order to detect safety
hazards which may not be apparent to individual operators and where
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appropriate to issue specific advice or instructions to particular sections of the

industry.

6. INVESTIGATION

i. The sole objective of the investigation of an accident or incident shall be the

prevention of accidents and incidents and not to apportion blame or liability.

ii. Any investigation conducted in accordance with the provisions of these rules
shall be separate from any judicial or administrative proceedings to
apportion blame or liability.

6.1 The Director-General may order the investigation of any Incident/Serious

incident as under Rule 13 (1) of the Aircraft (Investigation of Accident and
Incident) Rules 2017 involving an aircraft or a person associated with the
maintenance and operation of aircraft, or both, and may, by general or
special order, appoint a competent and duly qualified person as Inquiry
Officer for the purpose of carrying out such investigation.

6.2 Investigation by Permanent Investigation Board

Incidents shall also be investigated by the Permanent Investigation Board of
the air operator under supervision of Officer of the Regional Air Safety
Offices.

6.2.1 Each air operator shall establish a Permanent Investigation Board (PIB) for
investigation of incidents occurring to its aircraft. The board shall consist of
Chief of flight safety/Dy. Chief of Flight Safety/personnel assigned with
duties of flight safety activities (with fleet size of less than three), a senior
pilot on type, preferable instructor/examiner and Manager Quality/Engineer
qualified on type preferably not involved with the certification work. The
board shall determine the frequency of its meetings on the basis of fleet
size and average number of incidents. During the meeting all the
occurrences for the intervening period be discussed and plan further action.
If occurrence is of nature that further investigation serves no purpose a
summary investigation report may be prepared. However for all other
investigations the PIB report shall be prepared as per the format in
Appendix ‘C’. Involved flight crew and maintenance crew if required be
made available for the purpose of recording their account of the incident.
DFDR readout of the relevant parameters, site report, test report of the
relevant system to the extent possible should be made available.
6.2.2 To ensure that the benefits of investigation are fully realized by each
organisation, Chief of Flight Safety of concerned organisation will present
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flight safety data to the governing board members of the organisation. The
flight safety data may include the following.
a) Details of Accident /Serious Incident/Incident occurred to the aircraft
operated by the organisation, Findings recommendations and action
taken on the recommendations.
b) Salient findings during Audit and Surveillance inspection.
c) Trends observed from the FOQA monitoring. d) Any other issue
impacting the safety.
6.2.3 For incidents to aircraft other than as given in 6.2.1 investigation shall be
carried out by DGCA.
All efforts should be made to complete the investigation within the time
limits stipulate in Para 7.
All operators shall fill ADREP using ECCAIRS or compatible excel sheet for
the incidents that are investigated by PIB and submit along with the PIB
report to the Concerned Regional Air Safety Office and O/o DAS (DGCA
HQ)

6.3 Investigation by Airprox Investigation Board

AIB will be constituted and notified at all Regional Offices of Air Safety
Directorate i.e. Delhi, Mumbai, Kolkata, Chennai, and Hyderabad. Teams will
investigate all Airprox incidents and any other occurrences as advised by
DGCA HQ in their respective regions.

6.3.1 The Investigating Board shall have the following composition:

S.N. Participants Designation in the

Board
1. Director General of Civil Aviation, DGCA : Convener
Director Air Safety/Regional Controller of Air
Safety or his representative

2. ANS service provider: Member Secretary

ATM - Joint General Manager / Deputy
General Manager (ATM-SQMS)

3. ANS service provider Member

AAI (CNS) Representative of CNS
Directorate of AAI at Joint General Manager
level for occurrences concerning

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Communication Incidents as and when

required

 AIB may opt any other member if felt necessary. In case Air Force pilots or
Air Force ATCO are involved in an incident matter be referred to DGCA.
DGCA (HQ) will co-ordination for participation of IAF representative in the
investigating team.
 Investigating Board will review all evidence including transcript, DFDR
Read out (whenever required), statements of all concerned etc.
 Investigating Board if required will seek clarification from ATCO,
CNS/Airport Personnel, pilots or any other concerned person.
 After due deliberation by Investigation Team, an Investigation Report will be
made by Member Secretary in coordination with the Convener and other
Members. Investigation Report shall be made as per format Appendix Ç’.
 Investigation Report will be finalized as per para 7. In case of any
likely delay, DGCA HQ will be kept informed by Member Secretary the
reasons for such delay.

6.3.2 Convener shall forward two copies of Investigation Report to Director Air
Safety (DGCA HQ). The report shall be accompanied with relevant
evidences, dissent note, if any, and views of the convener if any.

6.4 Investigation of Runway Incursions

Various defense strategies exist to help prevent a runway incursion which

include ATS clearance and read back protocols to taxi and/or enter an active
runway, airport signs and lights, obligations by ATS personal and aircrew to
visually scan a runway before entering and direct intervention by ATS
personnel, aircrew or vehicle operators to avert an impending collision. A
runway incursion occurs when one or more of these defenses is breached.
The severity of a runway incursion depends on the circumstances surrounding
the event and may be related to the number of defenses that failed in allowing
the runway incursion.

Severity and frequency are the two components necessary to calculate risk.
Whereas the frequency of occurrence can be derived directly from the
occurrence data, the severity of each occurrence must be inferred by
assessing the circumstances surrounding the event.

Runway incursion incidents are to be reported as per the format prescribed in

Appendix A & B to CAR Section 4 Series X Part I. All runway incursion
incidents will be investigated by the DGCA.
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6.5 Investigation of ground handling Incidents/Ground Collision Incidents

6.5.1 Vehicular incident not involving aircraft will be investigated by a team

consisting of representative from involved airline flight Safety department &
Safety Investigation Coordinator/GSD department of the Aerodrome
operator. The report is to be submitted to Regional Air Safety Department
for final acceptance. DGCA may at its discretion order a separate enquiry of
any incident.

6.5.2 Incidents involving aircrafts will be investigated by the respective airlines.

Depending upon the injury to personnel / damage to the equipment /
aircraft / structure, the investigation will be conducted by Air Safety
Directorate. The criteria for investigation by DGCA will depend upon the
serious injury / fatality or substantial damage to the aircraft and equipment /
structure associated with the aircraft.

7. TIMELINE FOR THE COMPLETION OF INVESTIGATION

Actual time required for investigation will depend on the complexity of each
case. However, to ensure completion of investigation at the earliest, following
time limits for investigation of various types of incidents will be adhered to

a) An engineering incident involving of maintenance procedures – 02 weeks

b) An operation incident involving of procedures by Operating crew – 02
weeks
c) If operation incident is accompanied with the failure of Aircraft
system/component- operation report should be submitted within 10 days to
allow corrective action to be taken immediately. All efforts should be made
to submit the Final investigation within four weeks.
d) Investigation of an incident which involves failure of component or system
and where the component investigation report is essential to determine the
cause of the incident should be completed within 3 months or as much
time as taken by the equipment manufacturer / Overhaul –maintenance
shop / Laboratory.
e) Incident involving consultation of external experts / manufacturer
participation – 03 months.
f) Ground incidents involving collision between aircraft and vehicle; aircraft
and aircraft should be investigated in 02 weeks
g) Investigation of Runway incursions – 02 weeks
h) Investigation of Runway excursions – 30 days
i) Investigation of ATC incidents – 30 days

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8. ACTION ON RECOMMENDATIONS

8.1 Investigation report shall contain recommendations based on information

derived from an investigation, made with the intention of preventing accident or
incident and which in no case has the purpose of creating a presumption of
blame or liability for an accident or incident.

8.2 Action taken report on recommendations made in the investigation reports

mentioned in para 6 shall be submitted by all concerned to Regional Air Safety
Offices and Director Air Safety (DGCA HQ).

9. REMOVAL OF CVR FOR THE PURPOSE OF INVESTIGATION

9.1 In case of the accident/serious incidents CVR shall be removed from the
aircraft at the earliest opportunity.

9.2 CVR shall be removed in case of the following incidents

 Any failure of aircraft primary structure.
 Damage which necessitates repair before further flight due to ingestion,
collision, meteorological conditions, hard or overweight landing, overheating,
incorrect technique or practices etc.
 Any incident where any minor injury is sustained by a passenger or member of
the crew while on board the aircraft e.g. injury to a passenger as a result of
turbulence, scalding of a member of the cabin staff as a result of faulty design,
inadequate servicing or the in correct handling of galley equipment.
 Declaration of an emergency situation.
 An emergency evacuation of the aircraft.
 Fire or Explosion.
 Fire or Smoke warning
 In-flight engine shut-down or significant loss of power.
 Significant leakage of fuel, hydraulic fluid or oil.
 Smoke toxic or noxious fumes in crew, passengers or freight compartments.
 Rejected take-off
 Unintentional deviation from the intended track or attitude, caused by a
procedural, systems or equipment defect.
 Precautionary or forced landing.
 Balked landing and Bounced Landing
 Unintentional contact with the ground, including touch down before the runway
threshold.
 Over-running the ends or sides of the runway or landing strip.
 The separation between the aircraft was less than prescribed for the situation.

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 Runway obstructed by foreign objects.

 All undershoots/overshoots or aircraft leaving the runway paved areas.
 Collision between moving aircraft and vehicles or any other ground
equipments.
 Difficulty in controlling intoxicated, violent or armed passengers.
 In case of pilot incapacitation
9.3 Besides the above occurrences, Director Air Safety, DGCA (HQ) may direct for
removal of Cockpit Voice Recorder on any other occasion.

9.4 Director of Air Safety/Regional Controller of Air Safety in Consultation with

DAS (HQ) may exempt the removal of CVR in extraordinary situations. Record
of such cases shall be maintained by the respective Regional Offices.

9.5 Approved Chief of Safety may take decision regarding removal of CVR in
cases of low speed rejected take-off due ATC instructions, wildlife incursion
and bird hit.
10. Protection of data i.e. CVR, FDR, airborne image recordings, etc

10.1 The operator shall ensure that the CVR and airborne image recordings are well
protected from any inappropriate use and not disclosed to the public.

10.2 Chief of Flight Safety of the operator shall incorporate the procedure for the
above protection of data in their Flight Safety Manual.

11. REPORTS
A monthly, quarterly and yearly report, (as per format given in Appendix “D”), of
the reportable occurrences occurred during the previous month/quarter/year
including status of their investigation and status of recommendations shall be
submitted by all operators to DAS HQ and to the concerned regional air safety
offices and, in soft as well as hard copy.

(B.S Bhullar)
Director General of Civil Aviation

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Appendix A
REPORTABLE OCCURRENCES

I. AIRCRAFT TECHNICAL

A) Structural
 Damage to a principal structural element that has not been qualified as
damage tolerant (life limited element). Principal structural elements are those
which contribute significantly to carrying flight, ground and pressurisation loads
and whose failure could result in a catastrophic failure of the aircraft.
 Damage or defect (exceeding allowed tolerances) to a structural element
whose failure could reduce the structural stiffness to such an extent that the
required aeroelastic characteristics are no longer achieved.
 Damage to or defect of a structural element, which could result in the liberation
of items of mass that may injure occupants of the aircraft.
 Damage to or defect of a structural element, which could jeopardise proper
operation of systems.
 Loss of any part of the aircraft structure in flight.

B) Systems
 Loss, significant malfunction or defect of any system, sub-system, equipment,
etc. when standard operating procedures, could not be satisfactorily
accomplished.
 Inability of the crew to control the system e.g. uncommanded actions, incorrect
and/or incomplete response, etc.
 Failure or malfunction of the protection device or emergency system
associated with the system.
 Loss of redundancy of the system.
 Operation of any primary warning system associated with aircraft systems or
equipment unless the crew conclusively establishes that the indication is false
provided that the false warning did not result in a hazard arising from the crew
response to the warning.
 Leakage of hydraulic fluids, fuel, oil or other fluids which may result in a fire
hazard or possible hazardous contamination of aircraft structure, systems or
equipment or risk to occupants.

 Malfunction or defect of any indication system which results in a possibility of

misleading indications to the crew.
 Any failure, malfunction or defect in a system during critical phase of flight.
 Flight controls malfunction.
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Examples of reportable occurrences resulting from the application of these generic

criteria to specific systems are listed below. However, system snags occurring during
pushback before taxi may not be reported.

1. Air conditioning/ventilation
a) Complete loss of avionics cooling.
b) Depressurization.

2. Auto-flight system
a) Failure of auto-flight system to achieve the intended operation while
engaged.
b) Difficulty to control the aircraft linked to autoflight system functioning.
c) Failure of any auto-flight system disconnect device.
d) Uncommanded auto-flight mode change.

3. Communications
a) Failure or defect of passenger address system resulting in loss or
inaudible passenger address.
b) Total loss of communication in flight.

4. Electrical system
a) Loss of one electrical system distribution system (AC/DC).
b) Total loss or loss of more than one electrical generation system.
c) Failure of the backup (emergency) electrical generating system.

5. Cockpit/Cabin/Cargo
a) Pilot seat control loss during flight.
b) Failure of any emergency system or equipment, including emergency
evacuation signalling system, exit doors, emergency lighting, etc.
c) Loss of retention capability of the cargo loading system.

6. Fire protection system

a) Fire warnings, except those immediately confirmed as false.
b) Undetected failure or defect of fire/smoke detection/protection system,
which could lead to loss or reduced fire detection/protection.
c) Absence of warning in case of actual fire or smoke.

7. Flight controls
a) Asymmetry of flaps, slats, spoilers etc.

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b) Limitation of movement, stiffness or poor/delayed response in the

operation of primary flight control systems or their associated sub-
systems.
c) Flight control surface runaway.
d) Flight control surface vibration.
e) Mechanical flight control disconnection or failure.
f) Significant interference with normal control of the aircraft or degradation
of flying qualities.

8. Fuel system
a) Fuel quantity indicating system malfunction resulting in total loss or
erroneous indicated fuel quantity on board
b) Leakage of fuel resulting in loss, fire hazard, significant contamination.
c) Malfunction or defects of the fuel jettisoning system resulting in
inadvertent loss of significant quantity, fire hazard, hazardous
contamination of aircraft equipment or inability to jettison fuel.
d) Fuel system malfunctions or defects having significant effect on fuel
supply and/or distribution.
e) Inability to transfer or use total quantity of usable fuel.

9. Hydraulics
a) Loss of hydraulic system.
b) Leakage of hydraulic fluid.
c) Loss of more than one hydraulic circuits.
d) Failure of backup hydraulic system.
e) Inadvertent Ram Air Turbine (RAT) extension.

10. Ice detection/protection system

a) Undetected loss or reduced performance of the anti-ice/de-ice system.
b) Loss of more than one of the probe heating systems.
c) Inability to obtain symmetrical wing de-icing.
d) Abnormal ice accumulation leading to significant effects on performance
or handling qualities.
e) Crew vision significantly affected.

11. Indicating/warning/recording systems

a) Malfunction or defect of any indicating system with a possibility of
misleading indications to the crew.
b) Loss or malfunction of more than one display unit or computer
display/warning function in a glass cockpit environment.

12. Landing gear system /brakes/tyres

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a) Brake fire.
b) Significant loss of braking action.
c) Unsymmetrical braking.
d) Failure of landing gear free fall extension system.
e) Unwanted gear or gear doors extension/retraction.
f) Tyre burst.

13. Navigation systems

a) Total loss or multiple navigation equipment failures.
b) Total loss or multiple air data system equipment failures.
c) Significant misleading indication.
d) Significant navigation errors attributed to incorrect data.
e) Unexpected deviations in lateral or vertical path not caused by pilot
input.

14. Oxygen
a) For pressurized aircraft: loss of oxygen supply in the cockpit.
b) Loss of oxygen supply to a significant number of passengers (more
than 10%).

15. Bleed air system

a) Hot bleed air leak resulting in fire warning or structural damage.
b) Loss of all bleed air systems.
c) Failure of bleed air leak detection system.

16. Propulsion system

 Flameout, shutdown or malfunction of any engine.
 Over speed or inability to control the speed of any high speed rotating
component.
 Failure or malfunction of any part of an engine or power plant resulting in any
one or more of the following:
- Non-containment of components/debris
- Uncontrolled internal or external fire
- Thrust in a different direction from that demanded by the pilot
- Thrust reversing system failing to operate or operating inadvertently
- Inability to control power, thrust or rpm
- Failure of the engine mount structure
- Partial or complete loss of a major part of the powerplant
- Dense visible fumes or concentrations of toxic products sufficient to
incapacitate crew or passengers
- Inability to shutdown an engine by use of normal procedures
- Inability to restart a serviceable engine
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 An uncommanded thrust/power loss, change, etc. classified as a loss of thrust

or power control.
 Any defect in a life controlled part causing retirement before completion of its
full life.
 Defects of common origin resulting in in-flight engine shut down.
 An engine limiter or control device failing to operate when required or
operating inadvertently.
 Exceedance of engine parameters.
 FOD resulting in damage.
 Failure or malfunction of any part of a propeller or powerplant resulting in any
one or more of the following:
- Overspeed of the propeller
- Development of excessive drag
- Thrust in the opposite direction to that commanded by the pilot
- Release of the propeller or any major portion of the propeller
- Failure that results in excessive imbalance
- Unintended movement of propeller blades below the established minimum
in-flight low-pitch position
- Inability to feather the propeller
- Inability to command a change in propeller pitch
- Uncommanded change in pitch
- Uncontrollable torque or speed fluctuation
 Damage or defect of main rotor gearbox/attachment resulting into in-flight
separation of the rotor assembly and /or malfunctions of the rotor control.
 Damage to tail rotor, transmission and equivalent systems.
 Shut down or failure when the APU is required to be available by operational
requirements.
 Inability to shut down the APU.
 Overspeed of APU.
 Inability to start the APU when needed for operational reasons.

C) Human Factors
 Any incident where any feature or inadequacy of the aircraft design contributes
to a hazardous or catastrophic effect.

II. AIRCRAFT FLIGHT OPERATIONS

A) Operation of Aircraft
 Risk of collision with an aircraft, terrain or other object or an unsafe situation
when avoidance action would have been appropriate.

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 Avoidance manoeuvre required to avoid a collision with an aircraft, terrain or

other object.
 Avoidance manoeuvre to avoid other unsafe situations.
 Take-off or landing incidents, including precautionary or forced landings.
Incidents such as under-shooting, overrunning or running off the side of
runways. Take-offs, rejected take-offs, landings or attempted landings on a
closed, occupied or incorrect runway. Runway incursions.
 Inability to achieve predicted performance during take-off or initial climb.
 Critically low fuel quantity or inability to transfer fuel or use total quantity of
usable fuel.
 Loss of control (partial or temporary) from any cause.
 Occurrences close to or above V1 resulting from or producing a hazardous or
potentially hazardous situation (e.g. rejected take-off, tail strike, engine power
loss etc.).
 Unintentional significant deviation from airspeed, intended track or altitude.
 Descent below decision height/altitude or minimum descent height/altitude
without the required visual reference.
 Loss of position awareness relative to actual position or to other aircraft.
 Breakdown in communication between flight crew or between flight crew and
others (cabin crew, ATC, engineering).
 Abnormal Runway contact of the aircraft.
 Exceedance of fuel imbalance limits.
 Incorrect receipt or interpretation of radiotelephony messages.
 Fuel system malfunctions or defects, which had an effect on fuel supply and/or
distribution.
 Aircraft unintentionally departing a paved surface.
 Collision between an aircraft and any other aircraft, vehicle or other ground
object.
 Inadvertent and/or incorrect operation of any controls.
 Inability to achieve the intended aircraft configuration for any flight phase (e.g.
landing gear and doors, flaps, stabilisers, slats etc).
 Abnormal vibration.
 Operation of any primary warning system associated with manoeuvring of the
aircraft e.g. configuration warning, stall warning (stick shake), over speed
warning etc. unless the crew conclusively establishes that the indication is
false provided that the false warning did not result in a hazard arising from the
crew response to the warning.
 GPWS warning.
 ACAS/TCAS RAs.
 Jet or prop blast incidents resulting in significant damage or serious injury.

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B) Emergencies
 Fire, explosion, smoke or toxic or noxious fumes.
 Use of any non-standard procedure by the flight or cabin crew to deal with an
emergency.
 Event leading to an emergency evacuation.
 Depressurisation.
 Use of any emergency equipment or prescribed emergency procedures in
order to deal with a situation.
 Event leading to the declaration of an emergency.
 Failure of any emergency system or equipment, including exit doors, etc.
 Events requiring any emergency use of oxygen by any crew member.

C) Crew Incapacitation
 Incapacitation of any member of the flight crew.
 Incapacitation of any member of the cabin crew which renders them unable to
perform essential emergency duties.

D) Meteorology
 Lightning strike which resulted in damage to the aircraft or loss or malfunction
of any essential service.
 Hail strike which resulted in damage to the aircraft or loss or malfunction of
any essential service.
 Severe turbulence resulting in injury to occupants or deemed to require a
‘turbulence check’ of the aircraft.
 Windshear encounter.
 Icing encounter resulting in handling difficulties, damage to the aircraft or loss
or malfunction of any essential service.

III. AIRCRAFT MAINTENANCE AND REPAIR

 Incorrect assembly of aircraft parts or components found during inspection or

test procedure.
 Hot bleed air leak resulting in structural damage.
 Any defect in a life controlled part causing retirement before completion of its
full life.
 Any damage or deterioration (i.e. fractures, cracks, corrosion, delamination,
disbonding etc) resulting from any cause (such as flutter, loss of stiffness or
structural failure) to:
‾ Primary structure or a principal structural element requiring
repair/complete or partial replacement of the element
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‾ Secondary structure which may have endangered the aircraft

‾ Engine, propeller or rotorcraft rotor system.
 Products, parts, appliances and materials of unknown or suspect origin.
 Misleading, incorrect or insufficient maintenance data or procedures that could
lead to maintenance errors.

IV. AIR NAVIGATION SERVICES, FACILITIES AND GROUND SERVICES

A) Air Navigation Services

 Provision of significantly incorrect, inadequate or misleading information from
any ground sources, e.g. Air Traffic Control (ATC), Automatic Terminal
Information Service (ATIS), Meteorological Services, navigation databases,
maps, charts, manuals, etc.
 Provision of less than prescribed terrain clearance.
 Provision of incorrect pressure reference data (i.e. altimeter setting).
 Incorrect transmission, receipt or interpretation of significant messages when
this results in a hazardous situation.
 Separation minima infringement.
 Unauthorised penetration of airspace.
 Unlawful radio communication transmission.
 Significant degradation / failure of CNS facilities.
 Aerodrome movement areas obstructed by aircraft, vehicles, animals or
foreign objects, resulting in a hazardous or potentially hazardous situation.
 Errors or inadequacies in marking of obstructions or hazards on aerodrome
movement areas resulting in a hazardous situation.
 Failure, significant malfunction or unavailability of airfield lighting.

B) Aerodrome and Aerodrome Facilities

 Significant spillage during fueling operations.
 Loading of incorrect fuel quantities likely to have a significant effect on aircraft
endurance, performance, balance or structural strength.
 unsatisfactory ground de-icing / anti-icing

C) Passenger Handling, Baggage and Cargo

 Significant contamination of aircraft structure, or systems and equipment
arising from the carriage of baggage or cargo.
 Incorrect loading of passengers, baggage or cargo, likely to have a significant
effect on aircraft mass and/or balance.
 Incorrect stowage of baggage or cargo (including hand baggage) likely to
create a hazardous situation in the aircraft or to impede emergency
evacuation.
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 Inadequate stowage of cargo containers or other substantial items of cargo.

 Dangerous goods incidents.

D) Aircraft Ground Handling and Servicing

 Failure, malfunction or defect of ground equipment used for test or checking of
aircraft systems and equipment when the required routine inspection and test
procedures did not clearly identify the problem when this results in a
hazardous situation.
 Loading of contaminated or incorrect type of fuel or other essential fluids
(including oxygen and potable water).

V. MAINTENANCE ORGANIZATION

 Any airframe, engine, propeller, component or system

defect/malfunction/damage found during scheduled or unscheduled aircraft
(airframe/engines/components) maintenance activities which could possibly
lead to an aircraft operational accident or serious incident (if not properly
rectified.

VI. DESIGN AND MANUFACTURING ORGANIZATIONS

 Any design- or manufacturing-related deficiency/defect/malfunction of product

or services discovered by or brought to the attention of the
design/manufacturing organization which is deemed to warrant the possible
issue of an emergency airworthiness directive (EAD), airworthiness directive
(AD) or alert service bulletin (ASB);

VII. WILDLIFE ACTIVITY

 All Wildlife Strikes and wildlife movement is required to be reported in the

enclosed performa at Appendix “E”.

VIII. Ground Collison Incidents : – Collision while taxiing to or from a runway in use.

IX. Ground Handling (RAMP) incidents.

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Appendix B

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NOTE:

1. Geographical Position Information to be provided in case of accident/serious

incident/landing at places other than airports.
2. “Narrative” should include the following information, if applicable
a. Position of the aircraft with reference to some easily defined geographical point to
be provided in case of accident/serious incident/landing at places other than
airports.
b. Description of any system generated warning
c. Information regarding Dangerous good on-board the aircraft, if any
d. Physical characteristics of the accident or serious incident area, as well as an
indication of access difficulties or special requirements to reach the site.
e. Nationality of the passengers to be indicated in case of accidents, fatality or
injury.
f. Extent of damage to the aircraft so far as is known.
g. Description and position of other aircraft in case of Airprox incident
3. Photographs of the damaged aircraft and of the site may be appended with the form
to the extent possible.

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Appendix “C”

Format for the Investigation Report

Synopsis:

1. Factual Information
1.1 History of the Flight
1.2 Injuries to persons
1.3 Damage to aircraft
1.4 Other damage
1.5 Personnel information
1.6 Aircraft information
1.7 Meteorological information
1.8 Aids to Navigation
1.9 Communication
1.10 Aerodrome information
1.11 Flight recorders
1.12 Wreckage and impact information
1.13 Medical and pathological information
1.14 Fire
1.15 Survival aspects
1.16 Tests and Research
1.17 Additional information
1.18 New investigation techniques

2. ANALYSIS

3. CONCLUSIONS

3,1 Findings:
3.2 Causes:

4 SAFETY RECOMMENDATONS

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Appendix “D”
S Date Airport Oper Aircraft Phase Brief Classification CICTT ATA Findings Probable Recommen ATR of the Status of
/ / Place ator of Description of Occurrence chapt in Cause as dations Recommen Investigat
N of Type Registra Flight Sector flight (Operational/E er Investigat per made in the dations ion
occurre tion No. ngineering/RA ion report Investigat Investigatio (Open/Clo
nce /Ground ion report n report sed)
Incident/
Wildlife
Strike/Misc)

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Appendix “E”

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Guildlines for filling wildlife (bird/animal) strike form

1. Aircraft Operator- Operator can be an airlines (sch-Nsch) (State aircraft- Defence,

Custom, immigration, State Government) Corporate business groups), You can use
ICAO code for Schedule airlines or full name of the Operator
2. Aircraft Types & Series- You can use abbreviation such as, A-320, B737-400, B-
200, PA23, C-172 ect.)
3. Aircraft Registration- Use full registration (Nationality+ registration mark) such VT-
ESC, VT-JNS, VT-KFR, VT-INA, VT-SPM, for defense VU-AVB, VU-KBC
4. Flight No - Use flight no in ICAO or IATA code or use full airline name.
5. Engine make/Model - Abbreviation are allowed (CFM 560, IAE 2527)
6. Date of occurrence - Write the local date as per country of occurrence, do note GMT
date. Format dd/mm/yyyy
7. Time of occurrence- Use the time in 4 digit e.g 1600, 0700 or as 7AM or 4PM
8. Aerodrome od Departure- Fill the airport name in 4 letters ICAO code e.g. VIDP,
VABB or use full airport name, Delhi Mumbai, if there are more than one airport in the
city use airport name also, while using ICAO code.
9. Aerodrome of Occurrence- Fill the airport name as mentioned in para 8.
10. Aerodrome of Occurrence- Fill the airport name as mentioned in para 8
11. Runway used- Use standard e.g. 27,05 etc.
12. Altitude AGL- Use feet above ground level at the time of the strike (if you don’t know,
use MSL and indicate this). For take-off run and landing roll, it must be.
13. Speed (IAS) – Speed at which the aircraft was travelling when the strike occurred.
14. Position of Flight – Put the name of the nearest airport and state.
15. Phase of Flight – It must be filled very accurately, whether strike occurred during,
Take – off run of landing roll etc.
16. Part(s) of Aircraft – check which parts were struck and damaged. If a part was
damaged but not struck indicate this with a tick on the damaged column only. Please
give more information in remark column why this happened.
17. Effect on Flight – Fill in the given options and explain in remark.
18. Other Report Raised – If any other report raised tick the appropriate column.
19. Precipitation – you may check more than one.
20. Sky condition – Check the one that applies.
21. Wildlife (Bird/Animal) description – Specify the bird/animal type (Pariah kite, crow,
deer, dog, pigeon etc.) if you don’t know, put unknown.
22. Bird Remain sent for identification – Tick the appropriate column if applicable.
23. Number of Birds seen / or struck – check the box in the column with the correct
number if you saw the birds/other wildlife before the strike and check the box in the
struck column to show how many were hit. The exact number can be written next to
the box.
24. Pilot warned of Birds – weather ATC warned about birds or ATIS contain any
information about bird activity.
25. Bird Size – check what you think is the correct size (e.g., Paria kite –big, Sparrow –
small).

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26. Remarks –this include information about the extent of the damage, injures, effect on
flight or emergency, PAN PAN or MAY Day deceleration. Be as specific as you can,
anything you think would be helpful to know about safety/bird/animal strike
prevention.
27. Reported by – do not hesitate in putting your name, this is optional. It is helpful if
question arise about the information on the form (a phone number could also be
included).
28. Title – This can be pilot, ATCO, Airport Official, Airline Officials, Flight
Safety/Regulatory/body officer/persons etc.
29. Date – Write the date when the form has been filled e.g. dd/ mm/yyyy
30. Financial Loss Information:- As you know that wildlife (bird/animal) strike may result
in financial loss to the airlines. For this information engineering, commercial and flight
safety department shall be responsible.
a. Aircraft time out of service – Record how many hours the aircraft was AOG
due wildlife (bird/animal) strike.
b. Estimated cost of repairs or replacement – This may not be known
immediately after bird/animal strike, but the data can be sent at a later stage to
DGCA you should write contact name and number for this data. Financial loss
be provided in Indian rupees.

Estimated other cost- This include passengers transfer by other flight or other
means of transport, fuel, hotels, food/snacks, refund of fare etc.

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