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the accident or incident occurred. If
there is any doubt, the occurrence
Accidents & Occurences 169
should be reported as an Accident; it
can be reclassified later.
The Company should form an
Accident Board, consisting of people
with varying qualifications as
deemed necessary. This won’t be
done on the spot, there should be a
permanent list somewhere. Only
allow 1 photographer and reporter
on the scene (let them fight it out
amongst themselves).
The accident investigation kit should
include a cellphone/satphone,
camera, tape recorder, GPS, largescale
map, magnifying glass,
compass, tape measure/ruler, plenty
of pens and paper (for witness
statements and diagrams) first aid kit
(to include tweezers), ruler, a packet
each of latex and leather gloves, dust
masks, tie tags, surveyor flags and
tape, labels, torches, fluid sample
bottles, and anything else for the
circumstances (duct tape, restricted
access signs, etc).
If you get there before the TSB, take
notes, keep detached and don’t
disturb anything, unless it’s going to
blow up or catch fire, which would
destroy any evidence, including
documentation, needing to be
preserved. When taking
photographs, you will need overall
scenes, and pictures of gauges, etc.
Include anything (such as the ruler in
the accident kit) that will indicate
scale. As for statements, don’t put
words in witnesses’ mouths; just take
down what they say.
Documentation should be
impounded, wherever it is.
Flying After an Accident
Crew members should remain on
site, unless medical treatment or
examination is required, and may not
be scheduled for flying duties until
authorised by the Chief Pilot in
consultation with the Medical
Examiner. No comments should be
made until either they feel fit to do
so, or a night's rest has passed since
the accident, whichever is sooner.
Incident
Any happening other than an
accident which hazards or, if not
corrected, would hazard any aircraft,
its occupants or anyone else, not
resulting in substantial damage to the
aircraft or third parties, crew or
passengers. In Canada, this refers to
aeroplanes over 5700 kg MAUW and
helicopters over 2250 Kg.
You may be requested to submit a
written report, which must be done
within 48 hours.
Examples
Precautionary or forced landings,
due to engine failure, tail rotor
control failure, an external part of
the aircraft becoming detached in
flight, instances of contaminated
fuel, a forced, unscheduled, change
of flight plan caused by the failure of
aircraft instruments, navigation aids
or other technical failure,
obstructions on rig landing
platforms or other landing sites, loss
of an external load, with no third
party claim, bird strikes, Airprox, inflight
icing, crew incapacitation.
Serious Incidents
These are nearly accidents, or have
serious potential technical or
operational implications, or may
result in formal disciplinary action
against aircrew or engineers. The
‘Serious’ classification is normally
170 Operational Flying
made by the senior person on the
operation as soon as possible after
the event and before the crew or
aircraft fly again, mainly to preserve
their recollection of the incident or
to ensure their fitness for duty rather
than for disciplinary reasons. Away
from base, you should load a
replacement CVR or CVDR and
return the others to base. Both
should be disabled after shutdown to
prevent data being overwritten when
power is re-applied.
Supporting Information
These documents and information
should accompany Accident or
Incident Reports:
·  Photographs of the aircraft and
area
·  Position of cockpit controls and
switches
·  Sketch map of the area
·  Passenger/eye witness report
·  Post accident medical reports
for crew and passengers
·  Copy of the Standard or
Multiple Sector Load Sheet
·  Any relevant extracts from local
legislation and/or Base
instructions
·  Weather Report
·  Passenger seat plan in the
aircraft
·  Extract from radio log
·  Engine power checking data for
the 30 days preceding the
accident or incident
·  Post accident procedures carried
　
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