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2. An aircraft is overdue and is believed to have
been involved in an accident.
b. Manner of Notification.
1. The most expeditious method of notification
to the NTSB by the operator will be determined by the
circumstances existing at that time. The NTSB has
advised that any of the following would be
considered examples of the type of notification that
would be acceptable:
(a) Direct telephone notification.
(b) Telegraphic notification.
(c) Notification to the FAA who would in turn
notify the NTSB by direct communication; i.e., dis-
patch or telephone.
c. Items to be Included in Notification. The
notification required above must contain the
following information, if available:
1. Type, nationality, and registration marks of
2. Name of owner and operator of the aircraft.
3. Name of the pilot-in-command.
4. Date and time of the accident, or incident.
5. Last point of departure, and point of intended
landing of the aircraft.
6. Position of the aircraft with reference to some
easily defined geographical point.
7. Number of persons aboard, number killed,
and number seriously injured.
8. Nature of the accident, or incident, the
weather, and the extent of damage to the aircraft so far
as is known; and
9. A description of any explosives, radioactive
materials, or other dangerous articles carried.
d. Follow-up Reports.
1. The operator must file a report on NTSB
Form 6120.1 or 6120.2, available from NTSB Field
Offices or from the NTSB, Washington, DC, 20594:
(a) Within 10 days after an accident;
(b) When, after 7 days, an overdue aircraft is
(c) A report on an incident for which
notification is required as described in subpara-
graph a(1) must be filed only as requested by an
authorized representative of the NTSB.
2. Each crewmember, if physically able at the
time the report is submitted, must attach a statement
setting forth the facts, conditions, and circumstances
relating to the accident or incident as they appeared.
If the crewmember is incapacitated, a statement must
be submitted as soon as physically possible.
e. Where to File the Reports.
1. The operator of an aircraft must file with the
NTSB Field Office nearest the accident or incident
any report required by this section.
2. The NTSB Field Offices are listed under U.S.
Government in the telephone directories in the
following cities: Anchorage, AK; Atlanta, GA;
Chicago, IL; Denver, CO; Fort Worth, TX;
Los Angeles, CA; Miami, FL; Parsippany, NJ;
7-6-3. Near Midair Collision Reporting
a. Purpose and Data Uses. The primary purpose
of the Near Midair Collision (NMAC) Reporting
Program is to provide information for use in
enhancing the safety and efficiency of the National
Airspace System. Data obtained from NMAC reports
are used by the FAA to improve the quality of FAA
services to users and to develop programs, policies,
and procedures aimed at the reduction of NMAC
occurrences. All NMAC reports are thoroughly
investigated by Flight Standards Facilities in
coordination with Air Traffic Facilities. Data from
these investigations are transmitted to FAA Head-
quarters in Washington, DC, where they are compiled
and analyzed, and where safety programs and
recommendations are developed.
b. Definition. A near midair collision is defined
as an incident associated with the operation of an
aircraft in which a possibility of collision occurs as a
result of proximity of less than 500 feet to another
aircraft, or a report is received from a pilot or a flight
crew member stating that a collision hazard existed
between two or more aircraft.
c. Reporting Responsibility. It is the responsi-
bility of the pilot and/or flight crew to determine
whether a near midair collision did actually occur
and, if so, to initiate a NMAC report. Be specific, as
7-6-2 Safety, Accident, and Hazard Reports