Reporting Arrangements For Incidents In Civil Aviation

Original Language Title: Ziņošanas kārtība par atgadījumiem civilajā aviācijā

Read the untranslated law here: https://www.vestnesis.lv/ta/id/125087

Cabinet of Ministers Regulations No. 1033 in Riga in 2005 (27 December. 77. § 17) reporting procedures for incidents in civil aviation Issued in accordance with the law "on the air" article 64 the fourth part 1. determines the order in which to report on such incidents in civil aviation, which affect the safety of the aircraft.
2. These provisions apply to incidents which endanger or which, if not remedied, could endanger the aircraft, persons on board an aircraft, or any other person.
3. Events to be reported in accordance with the procedure laid down in these provisions, referred to in this provision in annex 1 and 2. These rules also apply to such events, which are not mentioned in this provision in annex 1 and 2, but which comply with the provisions referred to in paragraph 2.
4. create the Civil Aviation Agency report database collects and stores information about all these rules the incident referred to in paragraph 2. The database also includes information on accidents and serious incidents, as well as on the results of the investigation. Civil Aviation Agency report database is available to the aviation accident and incident investigation Bureau Manager.
5. This provision 2 of the events referred to in the Civil Aviation Agency, in the exercise of his duties, reported the following: 5.1 the aircraft commander or the Civil Aviation Agency supervised the aircraft operator;
5.2. the person who deals with the Civil Aviation Agency supervised the aircraft, or any equipment or part of it in the design, production, maintenance or modification;
5.3. a person certified by the Civil Aviation Agency's supervision of the aircraft, its equipment or its parts, maintenance or permission to operate the aircraft;
5.4. the person conducting air traffic controller or flight information dispatcher on duty.
5.5. the head of an airport covered by Council on 23 July 1992 Regulation (EEC) No 2408/92 on access for Community air carriers to intra-Community air routes;
5.6. a person who performs a function connected with the air navigation installation, modification, maintenance, repair, overhaul, flight-checking or inspection;
5.7. a person who enters the ground services (including in petrol filling, cleaning, mass and balance documentation preparation, piekra of the aircraft and the release of the ice, and the move of the airport) and covered Pad the mess on 23 July 1992 Regulation (EEC) No 2408/92 on access for Community air carriers to intra-Community air routes.
6. the report of the Civil Aviation Agency that rule 7 of the person referred to in paragraph be submitted 72 hours from the time an incident is identified, unless exceptional circumstances do not delay submission of the report.
7. the report is submitted using these rules referred to in annex 3 sample form.
8. Report on the incident include the provision of the information referred to in annex 3.
9. Civil Aviation Agency is responsible for the information timely and correct insertion of the database, as well as timely provision of information to the aviation accident and incident investigation Bureau.
10. to ensure the exchange of information and the storage, the Civil Aviation Agency will use the European Commission's software.
11. Civil Aviation Agency participating in the flight safety information exchange and dissemination, allowing other European Union Member States the competent Thai authorities and the European Commission for access to all relevant information stored in the Civil Aviation Agency's database, as well as other Member States of the European Union concerned competent authorities database without sharing information below.
12. Civil Aviation Agency received a report on the incident in the database and, if necessary, inform the European Union of the competent authority of the Member State in which the incident occurred, in which the aircraft is registered or manufactured or certified it operator.
13. in order to inform the public of the level of safety in civil aviation, the Civil Aviation Agency with aviation accident and incident investigation Bureau at least once a year publish a report on the security situation, with the Civil Aviation Agency database of aggregated information.
14. Civil Aviation Agency's database does not specify individual names and addresses (regardless of the incident, accident or serious incident types or categories).
15. to collect and analyze information about perceived deficiencies in aviation which are not reported in accordance with the mandatory reporting system, but which the rapporteur considers to be existing or potential threats to Civil Aviation Agency also maintains voluntary reporting database. This information is included in the database so that it would not be possible to identify the informant or other third person and this database would be available to the other Member States of the European Union, the competent authorities and the European Commission.
Informative reference to European Union Directive provisions included in the law arising from the European Parliament and of the Council of 13 June 2003, Directive 2003/42/EC on occurrence reporting in civil aviation.
Prime Minister a. Halloween traffic Minister a. shlesers Editorial Note: the entry into force of the provisions by January 5, 2006.
1. the annex to Cabinet of 27 December 2005, the Regulation No 1033 With aircraft operations, maintenance, repair and production-related incident, for which the list should be reported I. The operation of aircraft in the operation of an aircraft 1.Ar related occurrences to be reported: avoidance manoeuvres: 1.1 1.1.1. the possibility of colliding with another aircraft, the ground or other object or a dangerous situation when you would have had to make evasive manoeuvres;
1.1.2. avoidance manoeuvre required to avoid a collision with another aircraft, the ground or other object;
1.1.3. the avoidance of other dangerous situations;
1.2.ar take-off or landing incidents, including a nose nosēš security purposes or forced landing beyond the runway, or leaving on the runway;
1.3. the failure to perform the action for the takeoff or initial high ma during reception;
1.4. too small amount of fuel, could not move fuel, could not use the entire quantity of fuel used;
1.5. the loss of the ability to manage the aircraft (including partial or temporary) regardless of the reason;
1.6. the incident that occurs when an aircraft is approaching the maximum rate or reaches the maximum speed at which to take a decision on the continuation or termination of the flight (V1), and dangerous or potentially dangerous situation or causing such a situation (such as take-off failure, tail contact with the ground, the engine power loss);
1.7. departure to the second floor, which leads to a dangerous or potentially dangerous situation;
1.8. unplanned, significant deviation from the air speed, the intended route or altitude (more than 300 ft) regardless of the reason;
1.9. the descent below decision height is relative or absolute, or minimum height reduction relative or absolute height without requiring Visual attraction;
1.10. the loss of awareness of the actual position or the position relative to the other aircraft;
1.11. the loss of communication between flight crew (CRM) or flight crew and cabin crew, air traffic control, mechanics;
1.12. the hard landing, after which the circumstances of the inspection;
1.13. the fuel imbalance limits being exceeded;
1.14. incorrect secondary surveillance radar altimeter of the code or installation of the apakšskal;
1.15. the wrong data into the navigation equipment, the technical characteristics of the erroneous calculation at data entry, as well as the incorrect use of the data;
1.16. flawed by radio telephone broadcast message receipt or the InterPro tation!;
1.17. the fuel system malfunction that affected fuel supply or distribution;
1.18. the accident aircraft take off from the surface with artificial cover;
1.19 aircraft collision with another ship, vehicle, aircraft or other objects on the ground;
1.20. careless or incorrect behaviour with control devices;
1.21. the failure of any of the flight phases to achieve the intended aircraft configuration (e.g. chassis, chassis doors, flaps, stabilisers (flap), priekšplākšņ (sl) position);
1.22. the dangerous or potentially dangerous situation arising from training, system checks or training purposes made failure simulation;
1.23. too strong vibration;
1.24. any aircraft manoeuvring associated main warning system (for example, warning of the configuration, the warning of stall (stick shaker), speeding), unless: 1.24.1. crew then not found that the warning was not justify the unjustified and if the warning is not experiencing difficulties or hazardous situation associated with the crew response to the warning;
1.24.2. it is used in training or testing purposes;
1.25. use of warning system on dangerous ground if the approach: 1.25.1. the aircraft come closer to the ground than had been planned or expected;
UR1.25.2.br warning transmitted to instrumental meteorological conditions or at night and have found out that it was caused by too rapid descent;

UR1.25.3.br warning reason had been unable to approach the phase skip chassis supports or flaps;
1.25.4. any difficulty or danger, or could occur due to the crew's reaction to the alert (for example, the possible distance from other aircraft). This applies to any type of warning you — really, irrelevant or unfounded;
UR1.26.br īdināšan system alarm about dangerous coming down, if the difficulty or danger or could occur due to the crew's reaction to anxiety;
1.27. the aircraft collision warning systems for reporting incidents (ACAS RAs);
1.28. the incidents related to the engine or propeller induced air jet caused by incidents (air jet because of serious damage or injuries).
2. Emergency: fire, explosion, 2.1, smoke or toxic or harmful fumes (even when the flames clear);
2.2. any non-standard procedure by the flight crew or cabin crew used to prevent emergency cases, if: 2.2.1. the procedure exists but is not used;
2.2.2. the procedure is developed;
2.2.3. the procedure exists but is incomplete or inappropriate;
2.2.4. the procedure is incorrect;
2.2.5. using the wrong procedure;
2.3. any procedures developed for use in non-compliance with emergency situations (including maintenance, training or test purposes);
2.4. in the event that launched emergency evacuation;
2.5. decompression;
2.6. any emergency equipment or emergency procedures established to resolve the situation;
2.7. the event, which declared an emergency situation;
2.8. any emergency system or equipment (including the emergency exit doors and emergency lighting) failure (even if they are used for maintenance, training or testing purposes);
UR2.9.gad partitions when someone (including Stuart) came to be used for emergency oxygen.
3. The aircraft crew could not: 3.1 any flight crew member, sick, including the disability occurs before departure if there is reason to believe that it could lead to incapacity, which began to manifest itself after take-off;
3.2. any Stuart's work, which he is unable to perform essential emergency duties to be carried out.
4. Trauma: 4.1 incident in which passengers or aircraft crew members encountered or resulted in a serious injury, but which need not be reported as an accident.
5. Meteorology: 5.1 the Thunderbolt, which damaged the aircraft, not working any dimensions of aircraft or interfere with its operation;
5.2. the hail which damaged the aircraft, not working any dimensions of aircraft or interfere with its operation;
5.3. the strong turbulence that caused the aircraft or injury to persons regarded as such, to make aircraft inspection;
5.4. the wind shift;
5.5. the ice storm that caused difficulties operating the aircraft, the aircraft is damaged, not working any dimensions of aircraft or interfere with its operation.
6. Aviation Security: 6.1. unlawful interference in the operation of the aircraft, including the explosions or aircraft hijacking threat;
UR6.2.gr ūtīb to control passengers located intoxicated, violent or unruly passengers;
6.3. the discovery of stowaways.
7. other incidents: 7.1 a particular type of event recurrence, which, if it were to happen only once, not be treated as such, which must be reported, but the recurring frequency which poses a potential threat;
7.2 bird strike, which damaged the aircraft or was no longer possible to use the essential functions, or been interfered with the operation of the aircraft;
7.3. the pēcstrūkl turbulence;
7.4. any incident that endangered, or could endanger the aircraft, or people who were there, or on the ground.
II. Air condition 8. any construction damage is not reported. Engineering assessment necessary to decide whether the defect is serious enough to be reported. Structural failure for which reported: the agenda in such a UR8.1.boj the main constructive element (the Principal Structural element) (PES), which is designed to withstand damage (limited lifetime). PES are elements that significantly helps to pick up the flight, ground, and the pressure generated by the load and the failure of which can cause katastr of the fāl aircraft crashes;
8.2. defects or damage that are greater than the levels of the Riga bojājumizt PES;
UR8.3.boj to the agenda or a fault that is greater than the permitted constructive elements of damage and can reduce the structural stiffness to such an extent that it is no longer possible to air ship;
8.4. the constructive element of damage or defect, which can lead to separation, heavy items that could cause injury to the existing aircraft;
8.5. the constructive element of damage or defect that could compromise the proper functioning of the system (9. of this annex);
8.6. any part of the design of the aircraft's loss of flight.
9. system: 9.1. whatever system, subsystem or set of equipment failure, malfunction or defect, which makes it impossible to properly perform standard operating procedures, training and other activities;
9.2. flight crew could not control the system, for example: 9.2.1. uncontrollable actions;
9.2.2. incorrect or incomplete response (including limited or slow performance);
UR9.2.3.vad loss of security;
UR9.2.4.meh ānisk disconnect or failure;
9.2.5. exclusive features of the system (one system can combine several functions) failure or malfunction;
9.2.6. disorders in one system or between multiple systems;
9.2.7.ar system of the protection device or emergency system failure or malfunction;
9.2.8. system duplication loss;
9.2.9. any incident relating to the action of the unexpected;
9.2.10. as regards aircraft types with single main systems, the system or equipment kits: 9.2.10.1. main systems, subsystems or sets of equipment failure, malfunction or defect;
9.2.11. for aircraft with multiple independent main systems, the systems or equipment kits: 9.2.11.1: more than one main system, subsystem or set of equipment failure, malfunction or defect;
9.2.12. anywhere with aircraft systems or equipment-related main warning system operation, unless the flight crew has found that the warning was false, and false if the warning does not pose difficulties or hazardous situation associated with the crew response to the warning;
9.2.13. hydraulic fluid, fuel, oil or other fluid leaks, fire or possible airframe, systems or equipment, or where pollution threatened aircraft people;
9.2.14. indicator system malfunctions or defects, which occurred because of the possibility that the crew received the misleading indications;
9.2.15. any failure, malfunction or defect if it occurs at an important phase of flight and is associated with the operation of the system;
9.2.16. serious mismatch of actual transactions approved action figures (taking into account the operational methods of calculation accuracy), which created a dangerous situation;
9.2.17. flight controls (such as flaps, priekšplākšņ, feeds brake) asymmetry.
10. Engine equipment (including engines, propellers and rotor systems) and auxiliary power units, power auxiliary units (APU): 10.1 the flames off the engine stoppage or malfunction;
10.2. any rotating component rapidly speeding or not able to control its speed (such as AROUND the air Launcher, air cycle machine, air regulatory turbine engine, propeller or rotor);
10.3. any engine or parts of the power unit fails or malfunctions that occur in one or more of the following problems: 10.3.1. component or debris removal;
10.3.2. uncontrolled internal or external fire, or hot gas breakout;
10.3.3. traction pilot unsolicited direction;
10.3.4. the thrust reverse failure or arbitrary;
10.3.5. inability to control power, thrust, or number of revolutions per minute;
10.3.6. engine mount structural failure;
10.3.7. partial or complete major action the power unit parts failure;
10.3.8. dense visible fumes or concentrations of toxic substances such that the flight crew or passengers makes to act incapable;
10.3.9. failure by using the normal procedure, stop the engine;
10.3.10. failure restarting functional engine;
10.4. the arbitrary power or thrust loss, changes or fluctuations in what can be considered a control over loss of power or thrust (LOTC): 10.4.1. viendzinēj aircraft;
10.4.2. if deemed too strong for the activity;
10.4.3. where this could affect one or more of the vairākdzinēj aircraft engines, particularly in relation to divdzinēj aircraft;
10.4.4. in the case of aircraft, vairākdzinēj if you use the same or similar type of engine and if the incident is considered dangerous or serious;

10.4.5. any defect in the part, which limited lifetime, which it replaced before the particular time;
UR10.4.6.kop internal defects of origin which the engine off in flight is happening so often that there is a possibility that the flight would stop more engines;
10.4.7. engine limiter or control device failure or arbitrary;
10.4.8. engine parameters being exceeded;
UR10.4.9.sve šķermeņ-induced damage.
11. the propellers and transmission: 11.1 any propeller or powerplant parts failure or malfunction which may give rise to one or more of the following problems: 11.1.1 too large propeller speed;
11.1.2. too large frontal resistance;
11.1.3. traction pilot unsolicited direction;
11.1.4. propeller or a substantial part of the detachment;
11.1.5. failure, which resulted in a significant reduction in call waiting;
11.1.6. unexpected propeller blade movement that is less than a certain minimum propeller step in flight;
11.1.7. inability to feather the propeller;
11.1.8. inability to change propeller step;
11.1.9. arbitrary step change;
11.1.10. uncontrollable torque or speed fluctuation;
11.1.11. low-energy part of the detachment.
12. Rotor and transmission: 12.1. rotor gearbox or connection failure or defect, which can lead to separation of the rotor assembly flight and (or) the rotor control activities;
12.1.1. tail rotor, transmission and equivalent systems.
13. Apu: 13.1 off or failure, if in accordance with operational requirements (such as the ram, extended range performance requirements (ETOPS), required equipment list (MEL)) for an auxiliary power unit should be available;
13.2. the inability to turn off the APU;
13.3. speeding;
13.4. the inability to start the APU when needed.
14. Human factors: 14.1. any incident in which one of the characteristics of the design of the aircraft or failure could cause a failure in use, which could lead to dangerous or catastrophic consequences.
15. other incidents: 15.1. any incident in which one of the aircraft design characteristics or failure could cause a failure in use, which could lead to dangerous or catastrophic consequences;
15.2. any incident, usually not considered for which should be reported (e.g. in connection with the cabin furnishing and equipment, water systems), but who, together with the circumstances of the threat aircraft or the people in it;
15.3. fire, explosion, smoke or toxic or harmful fumes;
15.4. any incident that could endanger the aircraft, or the safety of persons, or people or property which was in the vicinity of the aircraft or on the ground;
15.5. passenger mediating system failure or defect, which the žier reaching the passport system is not operated or passengers the information communicated was not audible;
15.6. the pilot seat control equipment failure during the flight.
16. examples of occurrences to be reported and resulting from the application of the general criteria in paragraph 9 of this annex, the following systems: 16.1. air conditioning and ventilation: 16.1.1. complete avioelektronisk systems refrigeration failure;
16.1.2. decompression;
16.2. autopilot system: 16.2.1. autopilot system failed during its use to achieve the intended performance;
16.2.2. crew serious difficulties in controlling the aircraft autopilot system, with reported;
16.2.3. disconnection of any autopilot system device failure;
16.2.4. arbitrary change the autopilot;
16.3. Communications: 16.3.1. passenger mediating system failure or defects, which advance žier mediating system is not operated or passengers the information communicated was not audible;
16.3.2. total loss of communication in flight;
16.4. electrical system: 16.4.1. one of power distribution systems (AC (alternating current)/DC (līdzstr vas)) ";
16.4.2. the complete elektroģenerācij systems or multiple system failure;
16.4.3. spare emergency elektroģenerācij system failure;
16.5. the pilot's cockpit, cabin and cargo compartment: 16.5.1. pilot seat control loss during flight;
16.5.2. any emergency system or equipment (including emergency evacuation signal system, all exit doors, emergency lighting) failure;
16.5.3. the loading of system loss of retention capability;
10.3. fire protection system: 16.6.1. fire alarm (except if it now accepted to be unfounded);
16.6.2. undetected or fire smoke detectors/protective systems failure or defect, which could be lost or reduced due to fire or smoke detector/behind the effectiveness of sargsistēm;
16.6.3. failure to warn of actual fire or smoke;
16.7. flight controls: 16.7.1. flaps, priekšplākšņ, feeds and other devices asymmetry;
16.7.2. the main flight control system or the associated tab or the latch system limitations, slowness or poor or slow reaction;
16.7.3. flight control surface sharing;
16.7.4. flight control surface vibration felt by the crew;
16.7.5. flight controls mechanical disconnection or failure;
16.7.6. serious aircraft normal flight control problems or quality deterioration;
16.8. fuel system: 16.8.1. fuel quantity indication system malfunction, resulting in the aircraft fuel or to end control displays information about an incorrect amount of fuel;
16.8.2. the fuel leak, which lost a significant amount of fuel or existed serious fire or threat of pollution;
16.8.3. drain fuel system malfunctions or defects, which unexpectedly lost a great quantity of fuel or fire or air pollution or the threat of equipment could not discard the fuel;
16.8.4. fuel system malfunctions or defects, which had a serious impact on fuel supply and (or) distribution;
16.8.5. could not distribute or use the entire quantity of fuel used;
16.9. hydraulics: 16.9.1. one hydraulic system (ETOPS only) failure;
16.9.2. insulation system failure;
16.9.3. more than one hydraulic system failure;
16.9.4. backup hydraulic system failure;
16.9.5. unexpected dynamic flow air turbine operation;
16.10. icing detection/protection: 16.10.1. de-icing on the de-icing of the undiscovered/system failure or malfunction;
16.10.2. more than one pitot tube heating system failure;
16.10.3. failure to achieve a symmetrical wing de-icing;
16.10.4. excessive ice accumulation, which seriously affected the flight or the aircraft management quality;
16.10.5. the crew to lower the visibility of service;
16.11 the indications for warnings or recording system: any indication system 16.11.1. malfunction or defect if possible misleading indications to the crew because the crew could not correctly using one of the vital important systems;
16.11.2. the Red alarm function failure;
16.11.3. with regard to the pilot's cockpit glass (glass cockpit) — more than one display unit or the display or function of alerting associated computer failure or malfunction;
16.12. chassis, brakes and tires: 16.12.1. brake fire;
UR16.12.2.noz the braking action poverty reduction;
16.12.3. asymmetrical braking action, which significantly changes the trajectory;
16.12.4. landing gear free fall release system failure (including regular inspections);
16.12.5. arbitrary landing mechanism or the chassis door setting or installation;
16.12.6. more tyre burst;
16.13. navigation systems (including precision approach systems) and flight information systems: 16.13.1. complete navigation equipment failure or multiple disorders;
16.13.2. complete flight information system failure or a number of its disorders;
UR16.13.3.iev ērojam misleading indications;
UR16.13.4.noz poverty reduction navigation errors caused by incorrect data or data encryption error.
16.13.5. unexpected diversion from the horizontal or vertical trajekt threshing, which hasn't made the pilot;
16.13.6. failure in ground-based navigation equipment, which resulted in significant navigation errors not associated with transitions from inertial navigation mode to radio navigation mode.
UR16.14.sk ābekl a sealed the aircraft: UR16.14.1.sk ābekļ feeder loss cockpit;
UR16.14.2.sk ābekļ feeder loss a significant number of passengers (more than 10%) (also, if it's open for maintenance, training or test);
16.15. bleed air system: failure 16.15.1. a hot air leak, which bleed a fire warning system or constructive defects;
16.15.2. all air leaks in system failure;
16.15.3. air leak detection system failures.
III. Aircraft maintenance and repair 17. Unexpected inspection or verification procedure open to the wrong node and component connection.
18. Hot air leaks, which is based on the damage to the structure.
19. any defect in the part, which limited lifetime, which it replaced before the end of the period.

20. any damage or wear (e.g. fractures, cracks, corrosion, flaking, atlīmēšan) caused by any cause (such as vibration, reducing the stringency, constructive defect) the following parts: the main structure or 20.1. Pse (as defined in the manufacturer's repair hand book), if such damage or repair manual depreciation is greater than the allowable limits set in and it is necessary for the repair or replacement of all or part to other parts;
20.2. the secondary system, for which the aircraft was compromised or might have been compromised;
20.3. the engine, propeller or rotorcraft rotor system.
21. any any system or equipment failure, malfunction, defect, damage or depreciation that has been discovered using the airworthiness rules or other mandatory regulatory authorities issued regulations if: 21.1. report by the Organization to ensure compliance with, discovered it first moreiz;
21.2. any of the following compliance checks they exceed instruk tion of the limits and (or) repair or in writing of the defects, procedures are not available.
22. Any emergency system or equipment (including the front door and lighting) disorders (including maintenance or inspection).
23. the total or partial non-compliance with the requirements of the maintenance procedures.
24. unknown or questionable origin of the products, parts, appliances and materials.
25. the misleading, incorrect or insufficient information about maintenance or related procedures, which can occur due to a maintenance error.
26. any ground-based, air systems and equipment for testing and checking the equipment failure, malfunction, defect, damage or depreciation, if regular inspections and inspection procedures, this problem has not been disclosed and it is a dangerous situation occurred.
IV. Air navigation services, facilities and ground services 27.Ar air navigation services related occurrences to be reported, said the Cabinet of Ministers of 27 December 2005 rule no. 1033 "reporting arrangements for incidents in civil aviation" in annex 2.
28. The airfield and UR28.1.noz poverty reduction the aerodrome services: fuel leak at the time of filling;
28.2. wrong fuel injection, which can seriously affect the flight duration, performance, balance or constructive resistance.
29. action by passengers, baggage and cargo: UR29.1.iev ērojam in the airframe, systems and equipment which you pollute the source is transported in baggage or cargo;
29.2. the improper carriage of persons, baggage or cargo, which can follow Jami affect aircraft weight and (or) require;
29.3. wrong baggage or cargo (including hand baggage) position, which can be compromised due to the aircraft, its equipment or the people or which may interfere with emergency evacuation;
29.4. wrong cargo container or other large distribution units;
29.5. introduction of dangerous goods or the attempt of introduction of the subject in terms of VOCs (including incorrect labelling of dangerous goods or the packaging).
30. Ground handling and aircraft servicing on the ground: 30.1.uz Earth, the deployed aircraft systems and equipment for testing and checking the equipment failure, malfunction or defect if regular inspections and inspection procedures, this problem has not been disclosed and it is a dangerous situation occurred;
30.2. the total or partial non-compliance with the requirements of the service provided;
30.3. contaminated or incorrect fuel or other essential fluids (including oxygen and potable water) injection.
Traffic Minister a. shlesers annex 2 Cabinet of 27 December 2005, the Regulation No 1033 With air navigation services related occurrences in the list, for which reported 1. Serious near collision incidents (including situations when the aircraft was too close to another aircraft, land, vehicle, person or object): 1.1. separation minima infringement;
1.2. the incorrect distance;
1.3. almost piercing through land controlled terrain (near CFIT);
UR1.4.nos eating on the runway where avoiding action was necessary.
2. the potential for collision or near collision (including status quo nary an accident or a near collision, if another aircraft is in the vicinity): UR2.1.nos eating on the runway where no avoiding action is necessary (runway incursions);
2.2. the aircraft leaving the runway (runway excursions);
2.3. the diversion of air traffic control to the requirements of the authorization;
UR2.4.atk āpšan from applicable air traffic management (ATM): UR2.4.1.atk āpšan compliance with the provisions of the applicable published ATM procedures;
2.4.2. unauthorised penetration of airspace;
UR2.4.3.atk āpšan of CONTROL provisions applicable to aircraft equipment deployment and use.
3.Ar ATM related events (including situations when decreased ability to provide SAFE ATM services, and when just by chance, not been compromised aircraft safety): 3.1 failure to provide SAFE ATM services;
3.2. the inability to provide airspace management services;
3.3. inability to provide air traffic flow management services;
3.4. failure to use the communications function;
3.5. without the ability to use the monitoring function;
3.6. failure to use data processing and communication functions;
3.7. failure to use the navigation function;
3.8. inability to provide ATM systems aviation safety.
4.Ar ATM-related incident, for which to report and resulting from the application of the general criteria in paragraph 3 of this annex, the following areas: 4.1 received the incorrect, inadequate or misleading information from sources that are located on the ground (for example, from air traffic control, airport auto discovery, meteorological services, navigation databases, maps, navigational charts, manuals);
4.2. allowed the intended height of less actual height above the ground;
4.3. received incorrect pressure reference data (i.e. incorrect altimeter);
4.4. not properly transmitted, received or interpreted important notice, and therefore results in a hazardous situation;
4.5. the minimum distance has not been complied with;
4.6. place unauthorized access to air space;
4.7. place an unauthorized radio broadcasting;
4.8 occurred on ground-based air navigation systems or operations of the satellite failure;
4.9 found significant air traffic control and air traffic control or failure or significant deterioration of aerodrome infrastructure;
4.10. the aerodrome manoeuvring area borrowed aircraft, transport vehicles, animals or unauthorised items, and therefore there was a dangerous or potentially dangerous situation;
4.11 or sufficiently marked obstacles or dangerous sites aerodrome manoeuvring areas, and therefore results in a hazardous situation;
4.12. found in the aerodrome lighting defects or serious malfunction of, or not at all.
Traffic Minister a. shlesers annex 3 Cabinet of 27 December 2005, the Regulation No 1033 traffic Minister a. shlesers