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either a sheltered location upwind of
the aircraft, or into the liferaft:
·  Prevent tampering with the
wreckage by ANYBODY
except to save life, avoid danger
to other persons or prevent
damage by fire, for which turn
the fuel and battery OFF—
disconnect it if there is no risk
of a spark, but the TSB won't
like you to touch too much, so
remove only emergency
equipment, like first aid kits or
survival packs, noting where
you got them from. Account for
all people on board. Attend the
injured and cover bodies.
·  Activate the distress beacon and
maybe use aircraft radio
equipment. Prepare
pyrotechnics, select, and prepare
a helicopter landing site or lay
out search and rescue signals.
·  If people or communications
are close, send for assistance.
·  If rescue is likely to be delayed
because of distance or failing
daylight, prepare suitable
Air Law 101
shelters, distribute necessary
rations of food and water. If
necessary, find fresh water.
·  Inform the Company (Ops Mgr,
Chief Pilot) by the quickest and
most private means of:
·  Aircraft and Reg No
·  Time, position of
accident
·  Details of survivors
·  Nature of occurrence or
other details
·  Notify Police, Fire, Ambulance,
ATC, Gas/Electricity
·  Note weather details.
·  Make sketches, take
photographs. Preserve and
protect documents and any
flight data recorders.
·  Refer all media enquiries to the
Company.
Aircraft Accident Reporting
All phone calls and actions taken
should be recorded by the person
receiving the initial notification –
continuous watch should be kept for
at least 48 hours or the duration of
the process, whichever is longer.
Callers should be identified, to
ensure it is not a false alarm and to
ensure it is indeed a company
aircraft. No information should be
released without Company authority,
mainly for liability reasons.
The Company Accident Report form
should be completed, in addition to
complying with the laws and
regulations of the country of
registration and the country in which
the accident or incident occurred. If
there is any doubt, the occurrence
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.
All documentation relating to the
aircraft or pilot should be
impounded, wherever it is.
102 Canadian Professional Pilot Studies
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
　
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