The latitude of the aerodrome reference point. Aerodrome reference point: The designated geographical location of an aerodrome.
1 - Aerodrome latitude
The type of aerodrome, whether this is a land or water aerodrome.
10 - Aerodrome type
The total number of fatally injured cabin crew on this aircraft.
100 - Fatal, cabin crew
The total number of fatal injuries on this aircraft caused by burns.
101 - Fatal, burns
The total number of persons on this aircraft who drowned.
102 - Fatal, drowning
The total number of persons on this aircraft who were fatally injured by gases produced in the accident sequence.
103 - Fatal, fumes or gasses
Information on the functioning of the Short Term Conflict Alert System with predicted warning. STCA: The generation of short term conflict alerts is a function of an ATC radar data processing system. The objective of the STCA function is to assist the controller in maintaining separation between controlled flights by generating, in a timely manner, an alert of a potential infringement of separation minima.
1036 - STCA predicted alerting
Information on the installation of a Short Term Conflict Alert System with predicted warning. STCA: The generation of short term conflict alerts is a function of an ATC radar data processing system. The objective of the STCA function is to assist the controller in maintaining separation between controlled flights by generating, in a timely manner, an alert of a potential infringement of separation minima.
1037 - STCA predicted installed
Information regarding the controller's reaction to a Short Term Conflict Alert with a predicted warning. STCA: The generation of short term conflict alerts is a function of an ATC radar data processing system. The objective of the STCA function is to assist the controller in maintaining separation between controlled flights by generating, in a timely manner, an alert of a potential infringement of separation minima.
1038 - STCA predicted reaction
Information whether the Minimum Safe Altitude Warning System with predicted warning was functioning. MSAW: The generation of minimum safe altitude warnings is a function of an ATC radar data processing system. The objective of the MSAW function is to assist in the prevention of controlled flight into terrain accidents by generating, in a timely manner, a warning of the possible infringement of a minimum safe altitude.
1039 - MSAW predicted alerting
The total number of persons on this aircraft who were fatally injured by the trauma received in the accident.
104 - Fatal, impact
Information on the installation of the Minimum Safe Altitude Warning System with predicted warning. MSAW: The generation of minimum safe altitude warnings is a function of an ATC radar data processing system. The objective of the MSAW function is to assist in the prevention of controlled flight into terrain accidents by generating, in a timely manner, a warning of the possible infringement of a minimum safe altitude.
1040 - MSAW predicted installed
Information regarding the controller's reaction to on a Minimum Safe Altitude Warning System´s predicted warning. MSAW: The generation of minimum safe altitude warnings is a function of an ATC radar data processing system. The objective of the MSAW function is to assist in the prevention of controlled flight into terrain accidents by generating, in a timely manner, a warning of the possible infringement of a minimum safe altitude.
1041 - MSAW predicted reaction
APM: A Ground based Safety Net intended to warn the controller about increased risk of controlled flight into terrain accidents by generating, in a timely manner, an alert of aircraft proximity to terrain or obstacles during final appraoch. (EUROCONTROL: Specification and Guidance Material for Approach Path Monitor)
1042 - APM alerting
Information whether the Approach Path Monitor System was functioning. APM: A Ground based Safety Net intended to warn the controller about increased risk of controlled flight into terrain accidents by generating, in a timely manner, an alert of aircraft proximity to terrain or obstacles during final appraoch. (EUROCONTROL: Specification and Guidance Material for Approach Path Monitor)
1043 - APM installed
Information regarding the controller's reaction to a warning from the Approach Path Monitor System. APM: A Ground based Safety Net intended to warn the controller about increased risk of controlled flight into terrain accidents by generating, in a timely manner, an alert of aircraft proximity to terrain or obstacles during final appraoch. (EUROCONTROL: Specification and Guidance Material for Approach Path Monitor)
1044 - APM reaction
Documentation of type and scope of license limitation(s).
1045 - Remarks about licenses
1046 - Remarks about ATC ratings
1047 - Remarks about instructor endorsements
1048 - Remarks about competence/examiner endorsements
Information of the applicability of the occurrence to the SES performance scheme in accordance with Regulation (EU) N. 390/2013 of 3 May 2013 laying down a performance scheme for air navigation services and network functions.
1049 - Applicability SES performance scheme
The total number of persons on this aircraft who were fatally injured by causes excluding impact, fire, gases, shock/exposure and drowning.
105 - Fatal, other reasons
The origin of goods is information on the source of the dangerous goods in terms of its location.
1051 - Origin of goods
The Air Waybill/ Consignment or Tracking Number is the reference number of the receipt issues by the airline or operators for the goods being carried and provides evidence of the contract of carriage.
1052 - Air Waybill/ Consignment
The shipper name is the name of the organization responsible for the shipping of the goods.
1053 - Shipper name
The total number of packages in the individual consignment under the specific Air Waybill or Consignment Number.
1054 - Total number of packages
1055 - Subsidiary risk
1056 - Type of outer packaging
1057 - Packing group/ Class 7
1058 - Number of inner packages
1059 - Type of inner packaging
The total number of persons on this aircraft who were died from shock or exposure.
106 - Fatal, shock/exposure
The quantity per inner packaging
1060 - Quantity per inner pack.
Issues related to the conspicuity of the aircraft on Primary Radar. Primary Surveillance Radar (PSR) transmits a high power signal, some of which is reflected by the aircraft back to the radar. The radar determines the aircraft’s position in range from the elapsed time between transmission and reception of the reflection. The direction of the aircraft is the direction in which the narrow beam radar antenna is facing. PSR does not provide the identity or the altitude of the aircraft. However, PSR does not require any specific equipment on the aircraft.
1061 - A/c conspicuity – Prim. radar
Issues related to the conspicuity of the aircraft on Secondary Radar. Secondary Radar: A radar system in which the object to be detected is fitted with cooperative equipment in the form of a radio receiver/transmitter (transponder). Radar pulses transmitted from the searching transmitter/receiver interrogator) site are received in the cooperative equipment and used to trigger a distinctive transmission from the transponder. This reply transmission, rather than a reflected signal, is then received back at the transmitter/receiver site for processing and display at an air traffic control facility.
1062 - A/c conspicuity – Sec. radar
The vertical profile (climb, level, descent) of the aircraft at the time of occurrence. Note: The attribute is aimed to capture the vertical profile or movement of the aircraft in all kinds of occurrences where relevant. For separation issues, the value captured here should be identical with the value “vertical profile in separation” (Attribute 598).
1063 - Vertical profile
Parties which were notified on the occurrence by the reporter
1064 - Parties informed
Internal risk classification of the reporting organisation
1065 - Risk classification
Internal risk classification methodology used by the reporting organisation
1066 - Risk methodology
Details on the analysis development and follow up.
1067 - Analysis / follow up
Details on the risk assessment done
1068 - Risk assessment
Details on the actions proposed/done
1069 - Corrective actions
The total number of persons on this aircraft who were killed by unknown causes.
107 - Fatal, unknown reasons
Details on the conclusions for the organisation
1070 - Conclusions
Reporter's internal reference to the item grouping all reporter's reports related to the same unsafe condition or safety issue. This items would record the analysis of the risk associated to the common unsafe condition and the mitigating actions proposed
1071 - Tracking sheet number
Phase when the occurrence or finding was detected
1072 - Detection phase
The applicability of the RAT ATM Ground element of the Risk Analysis Tool (RAT).
1073 - Ground severity applied?
The Severity Result for ATM Ground from the Risk Analysis Tool (RAT)
1074 - Ground severity
The repeatability results for ATM Ground from the Risk Analysis Tool (RAT)
1075 - Ground repeatability
The applicability of the RAT ATM Overall element of the Risk Analysis Tool (RAT)
1076 - Overall severity applied?
The Severity Result for ATM Overall from the Risk Analysis Tool (RAT)
1077 - Overall severity
The Repeatability Result for ATM Overall from the Risk Analysis Tool (RAT)
1078 - Overall repeatability
The applicability of the RAT ATM Specific/ Technical element of the Risk Analysis Tool (RAT)
1079 - Tech. severity applied?
The total number of co-pilots on this aircraft who were fatally injured. Co-pilot. A licensed pilot serving in any piloting capacity other than as pilot-in-command but excluding a pilot who is on board the aircraft for the sole purpose of receiving flight instruction.
108 - Fatal, Co-Pilot
The Severity Result for ATM Specific/ Technical from the Risk Analysis Tool (RAT)
1080 - Spec./Tech. severity
The Repeatability Result for ATM Specific/Technical from the Risk Analysis Tool (RAT)
1081 - Spec./Tech. repeatability
Rotorcraft specific mass group, for rotorcraft use this attribute and attribute 319 - Mass group.
1083 - Rotorcraft mass group
Version of the report provided by the individual or organisation to facilitate the management of follow up reporting post analysis
1084 - Report version
Any other information needed to be providing from the reporter or reporting organisation that cannot otherwise be provided in any other field or for which no other field is available
1085 - Other report inform.
The export rating restricting the access to the data in the report due to international export controls
1086 - Export control
Closing statement from the Competent Authority on the occurrence
1087 - Authority occ. closure
1088 - Aviation sector
The confidence level of the risk score and methodology.
1089 - Risk confidence
The total number of crew (including cabin crew) on this aircraft who were fatally injured. Crew member: A person assigned by an operator to duty on an aircraft during a flight duty period. ICAO Annex 6, 9 and 18.
109 - Fatal, crew total
1090 - Annex 2 a/c type
1091 - Reporter’s language
1092 - Reporter’s description
The type of weather report related to the aerodrome.
11 - Report type
The total number of the flight crew on this aircraft, excluding the pilot and co-pilot who were killed. Flight crew member. A licensed crew member charged with duties essential to the operation of an aircraft during flight time. ICAO Annex 1. This also includes a student pilot under contol of an instructor.
110 - Fatal, other flight crew
The total number of fatally injured passengers on this aircraft.
111 - Fatal, passengers
The number of fatally injured pilots-in-command on this aircraft. By definition this number is either 0 (i.e. not fatally injured) or 1.
112 - Fatal, pilot
The persons fatally injured by an aircraft accident or incident other than the aircraft's crew or passengers.
113 - Other fatalities on a/c
The total number of persons fatally injured on board the aircraft. For the definition of “fatal” see “fatal” under injury level.
114 - Total number fatalities
The number of unidentified persons who were fatally injured.
115 - Fatal, unknown
Information on the recovery of the flight data recorder.
116 - FDR recovery
The filed flight rules, e.g. IFR or VFR.
117 - Filed flight rules
The filed type of traffic, i.e. OAT or GAT [operational air traffic or general air traffic].GAT encompasses all flights conducted in accordance with rules and procedures of ICAO. N.B. GAT can include military flights for which ICAO rules and procedures satisfy their operational requirements entirely. An example is a military transport aircraft flying on a civil airway route.OAT encompasses all flights which do not comply with the provisions stated for GAT and for which rules and procedures have been specified by appropriate national authorities.N.B. OAT can include civil flights such as test-flights which require some deviation from ICAO rules to satisfy their operational requirements.Eurocontrol (Flexible Use of Airspace Handbook).
118 - Filed traffic type
Aerodrome category for rescue and fire fighting is explained under entry for RFS provided. ICAO Annex 14. This describes the category that was published.
119 - Category published
Information whether the aerodrome weather report was available, valid or not valid.
12 - Report validity
The flight number used for airline operations.
120 - Flight number
Enter the most significant phase of flight related to the occurrence. This is the phase of flight in which the event occurred which defined the accident/incident. Usually, this is the phase of flight in which the first event of the occurrence took place.
121 - Flight phase
This section calls for an entry indicating if the aircraft floated for sufficient time to allow the occupants to escape, i.e. did not sink, sank immediately, sank during evacuation or sank after evacuation.
122 - Floatation time
The flight phase of the aircraft for which the meteorological information is provided.
123 - Weather info phase
The source of the fuel that fed the fire.
124 - Fuel source
The recommended fuel type for this engine.
125 - Recommended type
The type of fuel used on this flight.
126 - Type used
The general weather conditions in the area of the occurrence e.g. VMC, IMC or unknown.
127 - Weather conditions
GNSS is a worldwide position and time determination system that includes one or more satellite constellations, aircraft receivers and system integrity monitoring, augmented as necessary to support the required navigation performance for the intended operation.
128 - GNSS installed
Information whether dangerous goods were involved in the occurrence. Dangerous goods. Articles or substances which are capable of posing a risk to health, safety, property or the environment and which are shown in the list of dangerous goods in the Technical Instructions or which are classified according to those Intructions. ICAO Annex 18, Annex 6 part I. Note:Dangerous goods are classified in Annex 18, Chapter 3.
129 - Dang goods involved
Air traffic services airspaces. Airspaces of defined dimensions, alphabetically designated, within which specific types of flights may operate and for which air traffic services and rules of operation are specified. ICAO Annex 11.
13 - Airspace class
Information whether a ground proximity warning system was installed in the aircraft. A GPWS [ground proximity warning system] is a system on board the aircraft that provided warnings of: excessive descent rate; excessive terrain closure rate; excessive altitude loss after take-off or go-around; unsafe terrain clearance while not in landing configuration, i.e. gear not locked down or flaps not in a landing position; and excessive descent below the instrument glide path. ICAO Annex 6.
130 - GPWS installed
Information whether a ground proximity warning system installed operated or not. A GPWS [ground proximity warning system] is a system on board the aircraft that provided warnings of: excessive descent rate; excessive terrain closure rate; excessive altitude loss after take-off or go-around; unsafe terrain clearance while not in landing configuration, i.e. gear not locked down or flaps not in a landing position; and excessive descent below the instrument glide path. ICAO Annex 6.
131 - GPWS operated
Information whether this aircraft was required to have a ground proximity warning system installed or not. A GPWS [ground proximity warning system] is a system on board the aircraft that provided warnings of: excessive descent rate; excessive terrain closure rate; excessive altitude loss after take-off or go-around; unsafe terrain clearance while not in landing configuration, i.e. gear not locked down or flaps not in a landing position; and excessive descent below the instrument glide path. ICAO Annex 6.
132 - GPWS required
Information on the type/mark of the ground proximity warning system installed on the aircraft. A ground proximity warning system is a system on board the aircraft that provided warnings of: excessive descent rate; excessive terrain closure rate; excessive altitude loss after take-off or go-around; unsafe terrain clearance while not in landing configuration, i.e. gear not locked down or flaps not in a landing position; and excessive descent below the instrument glide path. ICAO Annex 6.
133 - GPWS type/mark
Information on the type of warning that was given by the ground proximity warning system on this aircraft. A GPWS [ground proximity warning system] is a system on board the aircraft that provided warnings of: excessive descent rate; excessive terrain closure rate; excessive altitude loss after take-off or go-around; unsafe terrain clearance while not in landing configuration, i.e. gear not locked down or flaps not in a landing position; and excessive descent below the instrument glide path. ICAO Annex 6.
134 - GPWS warning given
Provide a list of all the impediments to the evacuation regardless of whether or not the evacuation was successful.
135 - Evacuation hampered
For landing on water. Landing/take-off heading related to swell, e.g. across, along, diagonally across or no swell.
136 - Rel direction to swell
Information whether a heads-up display was installed or not. A Heads-up display is an airborne instrument system which presents sufficient information and guidance in a specific area of the aircraft windshield, superimposed for a conformal view with the external visual scene and which permits the pilot to manoeuvre the aircraft manually by reference to that information and guidance alone to at least the same degree of performance and reliability as that required for the automatic flight control system acceptable for the category of operation concerned.
137 - HUD installed
Information whether a heads up display was used in this aircraft. A heads up display is an airborne instrument system which presents sufficient information and guidance in a specific area of the aircraft windshield, superimposed for a conformal view with the external visual scene and which permits the pilot to manoeuvre the aircraft manually by reference to that information and guidance alone to at least the same degree of performance and reliability as that required for the automatic flight control system acceptable for the category of operation concerned.
138 - HUD used
The amount of negative windshear experienced in knots or km/h. Wind is the air motion relative to the earth's surface.
139 - Headwind loss
The name of the airspace.
14 - Airspace name
Ceiling: height of the lowest opaque layer of clouds. Height: The vertical distance of a level, a point or an object considered as a point, measured from a specified datum.
140 - Height of cloud base
Information whether a cockpit voice recorder "hot", i.e. permanently recording, microphone was installed.
141 - Hot microphone
The intensity of the icing conditions encountered.
142 - Icing intensity
The ignition source of the fire.
143 - Ignition source
The initial location of the fire.
144 - Initial location
The total number of cabin crew members on board of this aircraft
145 - Number of cabin crew
The total number of co-pilots on board of this aircraft. Co-pilot. A licensed pilot serving in any piloting capacity other than as pilot-in-command but excluding a pilot who is on board the aircraft for the sole purpose of receiving flight instruction.
146 - Number of Co-Pilots
The total number of crew members on board of this aircraft.
147 - Number of crew
The total number of other flight crew members on board of this aircraft. Flight crew member. A licensed crew member charged with duties essential to the operation of an aircraft during flight time. ICAO Annex 1. This also includes a student pilot under contol of an instructor.
148 - Number of other flight crew
The total number of passengers on board of this aircraft.
149 - Number of passengers
The type of the airspace, e.g. a danger area, a prohibited area or a terminal control area.
15 - Airspace type
Total number of pilots-in-command on board of this aircraft. By definition, this should be 1.
150 - Number of PIC
The total number of other persons other than the aircraft's crew or passengers on board of this aircraft. Other persons would include e.g. stowaways (persons hiding in compartments not accessible to crew and passengers).
151 - Number of other persons
Total number of persons on board the aircraft.
152 - Total number of persons
The total number of persons of unknown category on board. This usually filled in when the distribution of persons on board between crew and passengers could not yet be established.
153 - Number of persons unknown category
The total number of cabin crew sustaining unknown injuries on this aircraft.
154 - Injuries unknown cabin crew
The total number of co-pilots sustaining unknown injuries on this aircraft. Co-pilot. A licensed pilot serving in any piloting capacity other than as pilot-in-command but excluding a pilot who is on board the aircraft for the sole purpose of receiving flight instruction.
155 - Injuries unknown co-pilot
The total number of crew sustaining unknown injuries on this aircraft.
156 - Injuries unknown crew total
The total number of unknown injuries to the flight crew excluding the pilot and co-pilot. Flight crew member. A licensed crew member charged with duties essential to the operation of an aircraft during flight time. ICAO Annex 1. This also includes a student pilot under contol of an instructor.
157 - Injuries unknown other flight crew
The total number of passengers sustaining unknown injuries on this aircraft.
158 - Injuries unknown passengers
The total number of pilots-in-command sustaining unknown injuries on this aircraft. This must be either "0" or 1 as there cannot be more than one pilot-in-command on board.
159 - Injuries unknown pilot
A Flight Information Region is an airspace of defined dimensions within which flight information service and alerting service are provided. ICAO Annex 2 The name of the upper flight information region. Flight information region: An airspace of defined dimensions within which flight information service and alerting service are provided. (An 2, An 3, An 4, An 11, PANS-RAC)
16 - FIR/UIR name
Total number of unknown injured persons affected by an aircraft accident or incident other than the aircraft's crew or passengers.
160 - Unknown other injuries on a/c
Total number of persons with unknown injures on board the aircraft.
161 - Total number unknown injuries
The number of persons of unknown category (i.e. it could not be determined whether they were crew, passengers, or third parties) who sustained injuries in the occurrence.
162 - Injuries unknown
The information whether an emergency lighting system was installed on the aircraft.
163 - Installation
Instrument landing procedure, e.g. straight in, circling or side-step.
164 - Instr. land. proc.
The type of instrument approach, e.g. ILS complete or MLS.
165 - Instrument appr type
The type of landing gear installed on this aircraft, e.g. fixed, skis or floats.
166 - Landing gear type
The aerodrome or place from which the flight originated.
167 - Last departure point
The light conditions at the time of the occurrence.
168 - Light conditions
The location where the flight data recorder was installed in the aircraft.
169 - FDR location
Special activities in an airspace include airshows, parachuting, gliding, calibration flight, training flights and military exercises.
17 - Special activities
The location where the aircraft came to rest in relation to the aerodrome in use, i.e. less than 10 km from the aerodrome, more than 10 km from the aerodrome or on the aerodrome/airstrip.
170 - Wreckage location
The location in the aircraft where the cockpit voice recorder had been installed.
171 - CVR location
The general description of the location of a landing, to capture whether the landing was on/off an aerodrome or on water etc.
172 - Landing location
The method by which the wreckage site was found.
173 - Locating method
Information on the status of the maintenance documentation, i.e. up-to-date or not. E.g.: Maintenance release. A document which contains a certification confirming that the maintenance work to which it relates has been completed in a satisfactory manner, either in accordance with the approved data and the procedures described in the maintenance organization's procedures manual or under an equivalent system.
174 - Maintenance docs
The maximum permissible take-off mass of the aircraft according to the Certificate of Airworthiness, the flight manual or other official document.
175 - Maximum t/o mass
The maximum speed of a wind gust in knots or km/h. ICAO Annex 3. A gust is any sudden increase of wind of short duration, usually a few seconds.
176 - Maximum gust
The aviation routine weather report (in aeronautical meteorological code). can be entered in this section in free text.
177 - Weather report
A microburst is a strong localized downdraft that induces a sudden outflow of damaging horizontal winds on or near the surface with a horizontal extent between 0.4 and 4 km. ICAO Circular 186 - Wind Shear. US:A small downburst, less than 2 1/2 miles in diameter and lasting 2 to 5 minutes. A strong downburst greater that 4 km across in called a "macroburst".
178 - Microburst
Information whether a callout was made when the approach minima were reached. Minimum descent altitude (MDA) or minimum descent height (MDH). A specified altitude or height in a non-precision approach or circling approach below which descent must not be made without the required visual reference.
179 - Minima call-out made
The total number of cabin crew on this aircraft sustaining minor injuries.
180 - Minor injuries-cabin crew
The total number of co-pilots on this aircraft sustaining minor injuries. Co-pilot. A licensed pilot serving in any piloting capacity other than as pilot-in-command but excluding a pilot who is on board the aircraft for the sole purpose of receiving flight instruction.
181 - Minor injuries-co-pilot
The total number of flight crew members on this aircraft sustaining minor injuries.
182 - Minor injuries-crew total
The total number of minor injuries to the flight crew on this aircraft, excluding the pilot and co-pilot. Flight crew member. A licensed crew member charged with duties essential to the operation of an aircraft during flight time. ICAO Annex 1. This also includes a student pilot under contol of an instructor.
183 - Minor injuries-other crew
The total number of passengers on this aircraft sustaining minor injuries.
184 - Minor injuries-passengers
The total number of pilots-in-command on this aircraft sustaining minor injuries. N.B. This number is either "0", i.e. the pilot did not sustain any minor injuries or "1".
185 - Minor injuries-pilot
Total number of minor injured persons affected by an aircraft accident or incident other than the aircraft's crew or passengers.
186 - Minor other injuries on a/c
Total number of persons with minor injuries on board the aircraft.
187 - Total number minor injuries
The number of persons of unknown category (i.e. it could not be determined whether they were crew, passengers, or third parties) who sustained minor injuries in the occurrence.
188 - Minor injuries-unknown
A mountain wave is the result of the surface wind being deflected upward by a barrier of high ground. The resulting airflow descends, some distance after crossing the highest ground, to approximately its original level. Such disturbances create turbulence, down drafts, temperature variations and localised precipitation.
189 - Mountain wave intens
The name of the taxonomy in which the occurrence was last saved.
19 - Validation taxonomy name
The total number of cabin crew on this aircraft that were not injured.
190 - No injuries-cabin crew
The total number of co-pilots on this aircraft that were not injured. Co-pilot. A licensed pilot serving in any piloting capacity other than as pilot-in-command but excluding a pilot who is on board the aircraft for the sole purpose of receiving flight instruction.
191 - No injuries-co-pilot
The total number of crew on this aircraft that were not injured.
192 - No injuries-crew total
The total number of other flight crew (i.e. flight excluding pilot and co-pilot) on this aircraft that were not injured. This also includes a student pilot under contol of an instructor.
193 - No injuries-other flight crew
The total number of passenger aircraft that were not injured.
194 - No injuries-passengers
The total number of pilots-in-command on this aircraft that were not injured. By definition this number is either 0 (i.e. not fatally injured) or 1.
195 - No injuries-pilot
**** this field is not used. N.B. do not provide any data in this field. By definition, persons other than the aircraft's crew or passengers not injured in the occurrence are not involved in the occurrence as well.
196 - No injuries - other
Total number of persons with no injuries on board the aircraft.
197 - Total number no injuries
The total number of persons of unknown category that were not injured.
198 - No injuries unknown
The number of survivors that were injured by burns.
199 - Non-fatal injuries-burns
The longitude of the aerodrome reference point. Aerodrome reference point: The designated geographical location of an aerodrome.
2 - Aerodrome longitude
The version number of the taxonomy in which the occurrence was last saved.
20 - Validation taxonomy vers.
The number of survivors that were injured by fumes or gasses.
201 - Non-fatal injuries-gasses
The number of survivors that were injured by impact.
202 - Non-fatal injuries-impact
The number of survivors that were injured by shock or exposure.
203 - Non-fatal injuries-shock
The number of survivors that were injured by causes other than burns, fumes, gases, impact or shock/exposure.
204 - Non-fatal injuries-other
The number of survivors that were injured by unknown causes.
205 - Non-fatal injuries-unknown
Information on the number of restraint systems that failed on this aircraft
206 - Nr of restraint failures
Information on the number of seats that failed on this aircraft.
207 - Nr seat failures
Information on the number of channels which are recorded on the cockpit voice recorder.
208 - Number of channels
Information on the number of engines of this aircraft.
209 - Number of engines
The name of the aircraft manufacturer and model (international standard for aircraft make, model, and series groupings - CICTT). The ICAO aircraft type designator - four character code assigned to the aircraft - is defined as an alias. [ICAO Doc 8643]
21 - Manufacturer/model
Information on the number of parameters recorded by the flight data recorder.
210 - Number of parameters
Information on the number of persons evaluated from the aircraft. N.B. Evacuation means the leaving of the aircraft through approved exits and using approved means following the aircraft evacuation procedure. Escape from the wreckage through breaks in the fuselage is not what is meant by "evacuation".
211 - Persons evacuated
To be used only for occurrences involving take-off from, or landing on, water. Information on obstructions present on the water, e.g. boats, buoys, piles/markers, sandbar/shoal or submerged objects/deadheads.
212 - Obstructions water
An indication of whether the aircraft was airborne or not at the time of the occurrence.
213 - Occ. on ground
The type of operation indicates whether this was a public transport operation (airline operation) or a general aviation flight.
214 - Operation type
The name of the aircraft operator exercising operational control over the flight (this should be entered for airline operations). State of the operator: The State that issued the Air Operation Certificate (AOC) of the operator. Annex 6: Part I: Operator. A person, organization or enterprise engaged in or offering to engage in an aircraft operation. Operational control: The exercise of authority over the initiation, continuation, diversion or termination of a flight in the interest of the safety of the aircraft and the regularity and efficiency of the flight. State of the Operator: The State which has issued the Air Operator Certificate (AOC).
215 - Operator
Information on the type of general aviation operator, e.g. whether it was a rental organization, a flying club or a government agency.
216 - Operator type
Information on the type of restraint system available to the passengers, e.g. a lap belt or a system with upper body restraint.
217 - Pax restraint system
Information on which categories of persons autopsies have been performed.
218 - Persons autopsied
Information whether charts were available to the pilot-in-command.
219 - Charts available
The aircraft's altitude at the time of the occurrence. Altitude is the vertical distance of an aircraft measured from mean sea level.
22 - Aircraft altitude
Information whether the charts of the pilot-in-command provided minimum altitude contours.
220 - Altitude contours
Information on the name of the provider of the charts of the pilot-in-command. Entered in free text.
221 - Provider
Information whether the charts available to the pilot-in-command provided terrain contours. Contour line. A line on a map or chart connecting points of equal elevation.
222 - Terrain contours
Information indicating whether the charts available to the pilot-in-command differed from those charts available to the co-pilot.
223 - Charts different
The type of altimeter available to the pilot-in-command, e.g. counter, drum pointer, drum pointer or 3 pointer altimeter.
224 - Pilot altimeter type
The availability and use of restraint systems for the pilot-in-command.
225 - Pilot restraint system
The pitch angle of the aircraft at the time of impact with the ground (in degrees).
226 - Pitch angle specific
The pitch attitude of the aircraft at the time of impact with the ground, e.g. nose up, nose down or nose level.
227 - Pitch attitude
The place of intended landing.
228 - Planned destination
The number, showing the position of the wreckage in relation to the runway in use, plotted on the diagram on the wreckage position page.
229 - Wreckage position
The aircraft's pressure setting indicated by the altimeter.
23 - Actual altimeter setting
The intensity of the weather phenomenon.
230 - Phenomenon intensity
The category of the precision approach that was flown. Precision approach procedure : a standard instrument approach procedure in which an electronic glide slope is provided, such as ILS and PAR. (FAA)
231 - Precision appr cat
The type of propulsion system used by this aircraft, e.g. reciprocating engine or turbo-fan engine.
232 - Propulsion type
The total amount of extinguishing agent expanded by the aerodrome rescue fire service.
233 - Ext agent quantity
The quantity of fuel on board the aircraft at the time of the occurrence. This information is particularly important for occurrences involving fires.
234 - Fuel volume on board
Information indicating whether or not a radio altimeter provided in this aircraft.
235 - Radio altimeter inst
In cases where all or some of the data was not recovered from the flight data recorder, provide the most important reason for the loss of data.
237 - Reason for data loss
Select from menu the main reason why the aerodrome rescue fire service's fire fighting efforts were not effective.
238 - Reason RFS ineffect.
Provide the reasons why the escape chutes/escape slides were not effective.
239 - Reasons not effective
Category of aerodrome fire service provided at the time of the occurrence: a measure of the level of fire protection provided at the aerodrome. ICAO Annex 14.
24 - Category provided
In cases where the cockpit voice recording was not recovered in full, provide the most important reason why the recovery was not achieved. Reasons include fire damage, impact damage and pre-occurrence recorder failure.
240 - Reason for data loss
The medium on which the cockpit voice recorder recorded.
241 - Recording medium
The medium on which the flight data recorder recorded.
242 - Recording medium
The recovery status of the aircraft, i.e. whether the aircraft was recovered in full, partially or not at all.
243 - Recovery status
The mark used to identify an aircraft. The mark consists of a common mark or nationality mark followed by a registration mark. The nationality mark shall be selected from the series of nationality symbols included in the radio call signs allocated to the State of Registry by the International Telecommunication Union. The nationality mark shall be notified to the International Civil Aviation Organization. The registration mark shall be letters, numbers, or a combination of letters and numbers, and shall be that assigned by the State of Registry or common mark registering authority. When letters are used for the registration mark, combinations shall not be used which might be confused with the five-letter combinations used in the International Code of Signals, Part II, the three-letter combinations beginning with Q used in the Q Code, and with the distress signal SOS, or other similar urgent signals, for example XXX, PAN and TTT. Rules regarding registration marks do not apply to meteorological pilot balloons used exclusively for meteorological purposes or to unmanned free balloons without a payload. ICAO Annex 7
244 - Aircraft registration
The direction of the wind relative to the flight path of the aircraft, i.e. crosswind, headwind, tailwind, quartering headwind or quartering tailwind. Wind is the air motion relative to the earth's surface.
245 - Rel wind direction
Relevant traffic advisory system route segment.
246 - Relevant segment
The altitude requested by the aircraft for the portion of the flight at the time of the occurrence. N.B. the value is irrespective of whether the clearance to fly at the altitude had been granted. Altitude is the vertical distance of the aircraft measured from mean sea level.
247 - Requested altitude
The flight level requested by the aircraft for the portion of the flight at the time of the occurrence. N.B. The value is irrespective of whether the clearance to fly at the flight level had been granted. Flight level: A surface of constant atmospheric pressure which is related to a specific pressure datum, 1 013.2 hectopascals (hPa), and is separated from other such surfaces by specific pressure intervals. Note 1. - A pressure type altimeter calibrated in accordance with the standard atmosphere: a) when set to a QNH altimeter setting, will indicate altitude; b) when set to a QFE altimeter setting, will indicate height above the QFE reference datum; c) when set to a pressure 1 013.2 hPa, may be used to indicate flight levels. Note 2. - The terms "height" and "altitude", used in Note 1 above, indicate altimetric rather than geometric heights and altitudes.
248 - Requested flight level
The height requested by the aircraft for the portion of the flight at the time of the occurrence. N.B. The value is rrespective of whether the clearance to fly at the height had been granted. Height is the vertical distance of the aircraft measured from a specified datum.
249 - Requested height
The aircraft flight level at the time of the occurrence. Flight level: A surface of constant atmospheric pressure which is related to a specific pressure datum, 1 013.2 hectopascals (hPa), and is separated from other such surfaces by specific pressure intervals. Note 1. - A pressure type altimeter calibrated in accordance with the standard atmosphere: a) when set to a QNH altimeter setting, will indicate altitude; b) when set to a QFE altimeter setting, will indicate height above the QFE reference datum; c) when set to a pressure 1 013.2 hPa, may be used to indicate flight levels. Note 2. - The terms "height" and "altitude", used in Note 1 above, indicate altimetric rather than geometric heights and altitudes.
25 - Aircraft flight level
The roll angle of the aircraft at impact [in degrees].
250 - Roll angle specific
Roll attitude of the aircraft at ground impact, i.e. inverted, moderate bank, slight bank, steep bank or wings level.
251 - Roll attitude
The direction in which the aircraft left the runway.
252 - Rwy exit at
The serial number of the aircraft (free text field).
254 - Serial number
The number of cabin crew who were seriously injured in this aircraft. For the definition of 'serious injury' see 'serious' under 'injury level'.
255 - Serious injuries-cabin crew
The number of co-pilots who were seriously injured in this aircraft. Co-pilot. A licensed pilot serving in any piloting capacity other than as pilot-in-command but excluding a pilot who is on board the aircraft for the sole purpose of receiving flight instruction. For the definition of 'serious injury' see 'serious' under 'injury level'.
256 - Serious injuries-co-pilot
The number of crew members who were seriously injured in this aircraft. For the definition of 'serious injury' see 'serious' under 'injury level'.
257 - Serious injuries crew total
The total number of serious injuries to the flight crew on this aircraft, excluding the pilot and co-pilot. Flight crew member. A licensed crew member charged with duties essential to the operation of an aircraft during flight time. ICAO Annex 1. This also includes a student pilot under contol of an instructor. For the definition of 'serious injury' see 'serious' under 'injury level'.
258 - Serious injuries-other crew
The number of passengers who were seriously injured in this aircraft. For the definition of 'serious injury' see 'serious' under 'injury level'.
259 - Serious injuries-passengers
The aircraft height at the time of the occurrence. Height is the vertical distance of the aircraft, considered as a point, measured from a specified datum. Note.- For the purposes of this system, the point referred to above is the lowest part of the aeroplane and the specified datum is surface below the aircraft.
26 - Aircraft height
The number of pilots-in-command who were seriously injured in this aircraft. By definition this number is either 0 (i.e. not fatally injured) or 1. For the definition of 'serious injury' see 'serious' under 'injury level'.
260 - Serious injuries-pilot
Total number of seriously injured persons affected by an aircraft accident or incident other than the aircraft's crew or passengers.
261 - Serious other injuries on a/c
The total number of persons seriously injured on board the aircraft. For the definition of 'serious injury' see 'serious' under 'injury level'.
262 - Total number serious injuries
The number of persons of unknown category who were seriously injured in the occurrence. For the definition of 'serious injury' see 'serious' under 'injury level'.
263 - Serious injuries-unknown
Standard instrument departure: A designated instrument flight rule (IFR) departure route linking the aerodrome or a specified runway of the aerodrome with a specified significant point, normally on a designated ATS route, at which the en-route phase of a flight commences. PANS-OPS/I, PANS-OPS/II.
264 - SID route
Information whether the pilot was advised of en-route weather phenomena which may affect the safety of aircraft operations (SIGMET) SIGMET: Meteorological information issued concerning weather significant to the safety of aircraft. SIGMET advisories include the following: (a) active thunderstorm areas or lines of thunderstorms; (b) hurricanes, tropical storms; (c) moderate hail; (d) severe turbulence; (e) severe icing; (f) marked mountain waves; (g) widespread sandstorms and dust storms; (h) volcanic ash; (i) severe squall lines; (j) low-level wind shear; and (k) tornadoes or waterspouts. • abbreviation: SIGMET
265 - Pilot advised of SIGMET
Sky cover classification for aviation weather observations.
266 - Cloud amount
Information whether smoke goggles were used by the flight crew.
267 - Goggles usage
Information whether smoke hoods were used by the flight crew.
268 - Smoke hoods usage
Information whether smoke masks were used by the flight crew.
269 - Smoke masks usage
The height indicated on the altimeter at which the occurrence took place. Height is the vertical distance of the aircraft measured from a specified datum.
27 - Height altimeter
To indicate what special procedures were in use at the time of the occurrence. Special procedures include: experimental procedures, land after, land and hold short and simultaneous intersecting runway operations.
270 - Special ATC proc
The angle between the flight path and the surface at impact (in degrees).
271 - Impact angle specific
The speed of the aircraft at ground impact in km/h.
272 - Speed at impact
The aircraft speed at the first event.
273 - Speed (first event)
Information on the general measure of the speed at impact, i.e. high, low or unknown. To be used when precise information is not at hand.
274 - Speed level
Information as to where the wind speed was measured I.e. on the surface or at altitude.
275 - Speed measured at
The type of airspeed reported in attribute 292 – airspeed - calibrated or true airspeed.
276 - Type of airspeed
The code entered by the aircraft flight crew to identify the aircraft return on the SSR. SSR is a surveillance radar which uses transmitters / receivers (interrogators) and transponders. It had its beginnings in wartime Identification Friend or Foe (IFF) systems, and transmits pulses of energy which trigger a response from an airborne transponder, with range and bearing obtained in the same way as primary radar.
277 - SSR code
Secondary surveillance radar (SSR) mode, e.g. A, C or S. SSR Mode A is the basic ATC mode. SSR Mode C is used to obtain pressure altitude from the aircraft automatically. SSR Mode S makes available an air-ground data link, which could be used for ATS purposes in the high density airspace, in addition to its use for surveillance. ICAO Doc 9426.
278 - SSR mode
A standard instrument arrival route is a designated instrument flight rule arrival route linking a significant point, normally on an air traffic services route, with a point from which a published instrument approach procedure can be commenced. PANS-OPS/I.
279 - STAR
Additional operational information of interest to ICAO includes: off-shore operation, humanitarian operation and UN flight operation.
28 - ICAO information
The phase of flight during which the fire/smoke/fumes on board this aircraft started.
280 - Start phase
State of Registry. The State on whose register the aircraft is entered.
281 - State of registry
The distance from the first ground contact made in the occurrence to the point where the aircraft came to rest.
282 - Length wreckage trail
Information on the surface type where aircraft came to rest, e.g. snow/ice, tall vegetation, open waste or built up area.
283 - Surface type
Information whether, in the judgement of the investigation, the accident was capable of being survived. Whether anyone was fatally injured is not the essence of this question as there may not be any survivors in a survivable accident.
284 - Survivability
Information whether there was a fire warning system available in this aircraft.
285 - Availability
Information regarding the operation of the fire warning system available in this aircraft.
286 - Operation
The ambient air temperature.
287 - Air temperature
The distance from the threshold to the point where the aircraft left the runway. Only enter in those cases where the aircraft exited the runway without using the approved runway exits. Threshold. The beginning of that portion of the runway usable for landing.
288 - Dist to exit
The interval between the time of the occurrence and the receipt of the alert by the aerodrome rescue fire service.
289 - Time to alert
The type of the current traffic e.g. operational air traffic (OAT) or general air traffic (GAT). GAT encompasses all flights conducted in accordance with rules and procedures of ICAO. N.B.. GAT can include military flights for which ICAO rules and procedures satisfy entirely their operational requirements. An example is a military transport aircraft flying on a civil airway route. OAT encompasses all flights which do not comply with the provisions stated for GAT and for which rules and procedures have been specified by appropriate national authorities. N.B.. OAT can include civil flights such as test-flights which require some deviation from ICAO rules to satisfy their operational requirements. : Eurocontrol (Flexible Use of Airspace Handbook)
29 - Current traffic type
The time in hours from the receipt of the alert of the rescue fire service to when fire fighting operations commenced.
290 - Time to intervention
The total time of use of this aircraft in hours.
291 - Aircraft total time
Airspeed at first event. Type of airspeed is reported via attribute 276 – type of airspeed
292 - Airspeed
The intensity of the turbulence: light, moderate or severe. Turbulence: The irregular and instantaneous motions of air which is made up of a number of small of eddies that travel in the general air current. Atmospheric turbulence is caused by random fluctuations in the wind flow. It can be caused by thermal or convective currents, differences in terrain and wind speed, along a frontal zone, or variation in temperature and pressure.
293 - Turbulence intensity
Information on the type of turbulence, i.e. whether this was clear air turbulence (CAT) or turbulence in cloud. Turbulence:The irregular and instantaneous motions of air which is made up of a number of small of eddies that travel in the general air current. Atmospheric turbulence is caused by random fluctuations in the wind flow. It can be caused by thermal or convective currents, differences in terrain and wind speed, along a frontal zone, or variation in temperature and pressure.
294 - Turbulence type
The type of flight data recorder, whether this was an analogue or a digital recorder.
295 - Recorder type
Information on the type of terrain where the aircraft came to rest, e.g. hilly, level/flat, mountainous, rolling or water covered.
296 - Terrain type
The type of flight plan filed by this aircraft. Flight plan :Specified information provided to air traffic services units, relative to an intended flight or portion of a flight of an aircraft.
297 - Flight plan type
Information whether this was other than a normal landing, e.g. a forced, a precautionary or a simulated forced landing.
298 - Type of landing
The type of weather phenomenon. according to World Meteorological Organization (WMO) in consort with the International Civil Aviation Organization (ICAO).
299 - Phenomenon type
Details on the configuration of the helicopter landing area.
3 - Area configuration
This provides a measure for the loss of integrity sustained by the aircraft when impacting the ground, i.e. complete, minor, none, substantial unknown.
30 - Break-up on impact
Information regarding the equippage and functioning of a underwater recorder beacon (pinger) attached to the flight data recorder.
300 - Underwater locator
Information regarding the equippage and functioning of a underwater recorder beacon (pinger) attached to the cockpit voice recorder.
301 - Underwater locator
The total number unspecified injuries caused by burns, use only when it cannot be determined whether the injuries caused by burns were fatal or not.
302 - Unspecific injuries-burns
The total number unspecified injuries caused by drowning, use only when it cannot be determined whether the injuries caused by drowning were fatal.
303 - Unspecific injuries-drowning
The total number unspecified injuries caused by exposure to, or inhalation of, fumes and gases, use only when it cannot be determined whether the injuries caused by fumes and gases were fatal.
304 - Unspecific injuries-gasses
The total number unspecified injuries caused by impact trauma, use only when it cannot be determined whether the injuries caused by impact trauma were fatal.
305 - Unspecific injuries-impact
The total number unspecified injuries caused by reasons other than impact, burns or shock/exposure. Use only when it cannot be determined whether these injuries were fatal.
306 - Unspecific injuries-other
The total number unspecified injuries caused by shock or exposure, use only when it cannot be determined whether the injuries caused by shock or exposure were fatal.
307 - Unspecific injuries-shock
The total number unspecified injuries caused by reasons unknown. N.B. With the exception of cases where the aircraft is missing and injuries are presumed, the use of this field should be avoided as the investigation should be able to determine the severity of the injury as well as its nature.
308 - Unspecific injuries-unknown
Aerodrome/heliport visual approach slope indicator [VASI]/precision approach path indicator [PAPI]. VASIS:An approach slope indicator system consisting of four light units situated on the left side of the runway in the form of two wing bars referred to as the upwind and downwind wing bars. The aircraft is on slope if the upwind bar shows red and the downwind bar shows white, too high if both bars show white, and too low if both bars show red. Some aerodromes serving large aircraft have three-bar visual approach slope indicator systems (VASIS), which provide two visual glide paths (GP) to the same runway. The visual approach slope indicator system can be situated so as to provide three types of eye-to-wheel height (EWH): V1 (10 ft), V2 (25 ft) and V3 (25 ft and 45 ft).
309 - VASI used
This provides a measure for the loss of integrity sustained by the aircraft when impacting the water, i.e. complete, minor, none, substantial unknown.
31 - Break-up at ditching
Visibility for aeronautical purposes is the greater of: a) the greatest distance at which a black object of suitable dimensions, situated near the ground, can be seen and recognized when observed against a bright background; b) the greatest distance at which lights in the vicinity of 1 000 candelas can be seen and identified against an unlit background. N.B. The two distances have different values in air of a given extinction coefficient, and the latter b) varies with the background illumination. The former a) is represented by the meteorological optical range (MOR). The value 9999 indicates unlimited visibility.
310 - Visibility
Visibility for aeronautical purposes is the greater of: a) the greatest distance at which a black object of suitable dimensions, situated near the ground, can be seen and recognized when observed against a bright background; b) the greatest distance at which lights in the vicinity of 1 000 candelas can be seen and identified against an unlit background. N.B. The two distances have different values in air of a given extinction coefficient, and the latter b) varies with the background illumination. The former a) is represented by the meteorological optical range (MOR).
311 - Visibility restrictions
The type of visual approach, e.g. straight in or traffic pattern.
312 - Visual approach type
Wake turbulence categories are allocated according to the maximum certificated take-off mass of the aircraft by which it is generated: HEAVY (H) - all aircraft types of 136 000 kg or more; MEDIUM (M) - aircraft types less than 136 000 kg but more than 7 000 kg; and LIGHT (L) - aircraft types of 7 000 kg or less. ICAO Doc 9426.
313 - Wake turb. category
The general condition in terms of swell activity of the water in the area of the occurrence. The information is required for occurrences on water only.
314 - Water condition
The depth of water [if any] at the point where aircraft came to rest. Only fill in if the aircraft came to rest in water.
315 - Water depth
The height of the waves e.g. less than 0.3 to 1 metre, 0.3 to 1 metre or greater than one metre. Wave Height: Generally taken as the height difference between the wave crest and the preceding trough.
316 - Wave height
Information whether the crew obtained a weather briefing and when. A briefing is an oral commentary on existing and/or expected meteorological conditions. ICAO Annex 3.
317 - Wx briefing obtained
A weather forecast is a statement of expected meteorological conditions for a specified time or period, and for a specified area or portion of airspace. ICAO Annex 11. This field is used to collect information about the level of correctness of the weather forecast for this aircraft.
318 - Weather forecast
The mass group of the aircraft based on the maximum certificated take-off mass. Groups are: 0 - 2250 kg 2251 - 5700 kg 5701 - 27000 kg 27001 - 272000 kg >272000 kg Mass: A quantity characteristic of a body, which relates the attraction of this body toward another body. Since the mass of a body is not fixed in magnitude, all masses are referred to the standard kilogram, which is a lump of platinum. Mass of a body always has the same value; weight changes with change in the acceleration of gravity. Note: Near the earth, the force of gravity creates a condition where mass is equal to weight. Thus the confusion and the often inter-changeability of Mass &Weight.
319 - Mass group
Aircraft category. Classification of aircraft according to specified basic characteristics, e.g. aeroplane, helicopter, glider, free balloon. ICAO Annex 1. Aircraft. Any machine that can derive support in the atmosphere from the reactions of the air other than the reactions of the air against the earth's surface. (Annex 8)
32 - Aircraft category
The direction of the wind in degrees. Wind is the horizontal movement of air relative to the earth's surface and is caused by variations in temperature and pressure (for instance, air rises as it warms and a cool breeze moves in to take the place of the rising air.) The wind direction is the direction from which the wind is blowing (for example, a north wind comes from the north and blows toward the south.)
320 - Wind direction
Information whether the wind was gusting or not. Gusts are included when wind speed is 10 knots (20 km/h) or more above the mean. ICAO Annex 3. A gust is a sudden, brief increase in wind speed that generally lasts less than 20 seconds. Wind is the air motion relative to the earth's surface.
321 - Wind gusts
The speed of the wind in knots or kilometres per hour. Wind is the horizontal movement of air relative to the earth's surface and is caused by variations in temperature and pressure (for instance, air rises as it warms and a cool breeze moves in to take the place of the rising air.) The wind direction is the direction from which the wind is blowing (for example, a north wind comes from the north and blows toward the south.)
322 - Wind speed
Information whether there was windshear and, if so, its intensity. Windshear: "A change in wind speed and/or direction in space, including updrafts and downdrafts". ICAO Circular 186 - Wind Shear.
323 - Windshear
Information whether a windshear alert system was installed at the location.
324 - W/Shear alert install
The location of the wreckage measured as the distance from the centre line of the runway in use. Use positive numbers for displacement to the right and negative for displacements to the left. (Cartesian co-ordinates, x-axis being the runway). The co-ordinates of a point (in a plane) are its distances from two fixed intersecting straight lines (the axes of co-ordinates), the distance from each axis being measured in a direction parallel to the other axis.
325 - Location across
The distance of the point where the aircraft came to rest from the threshold of the runway measured along the runway. (Cartesian co-ordinates, x-axis being the runway). The co-ordinates of a point (in a plane) are its distances from two fixed intersecting straight lines (the axes of co-ordinates), the distance from each axis being measured in a direction parallel to the other axis.
326 - Location along
The year the aircraft was built.
327 - Year built
Information on how was effective the aircraft fire suppression system.
328 - Fire suppression system effective
Information on the types of fire suppression system in the aircraft e.g. APU, power plant, cargo/baggage compartment. N.B. Enter details for each system available in the aircraft.
329 - Type of fire suppression system
The total number of cycles to which this aircraft had been exposed.
33 - Total cycles a/c
Information on the type of extinguishing agent used in the fire suppression system installed on the aircraft.
330 - Type of extinguishing agent
An ATC endorsement certifies that a licensed and/or rated Air Traffic Controller is competent to perform a particular Air Traffic Control (ATC) function at a particular aerodrome or in relation to a particular airspace.
331 - Endorsement since
The type of endorsement of the air traffic management person. An ATC endorsement certifies that a licensed and/or rated Air Traffic Controller is competent to perform a particular Air Traffic Control (ATC) function at a particular aerodrome or in relation to a particular airspace.
332 - Endorsement type
The validity of the air traffic management person's endorsement, e.g. with/without waivers. An ATC endorsement certifies that a licensed and/or rated Air Traffic Controller is competent to perform a particular Air Traffic Control (ATC) function at a particular aerodrome or in relation to a particular airspace.
333 - Endorsement validity
A Rating is an authorization entered on or associated with a license and forming part thereof, stating special conditions, privileges or limitations pertaining to such license. ICAO Annex 1.
334 - Rating since
335 - Rating validity
336 - Rating type
Information whether, in the judgement of the investigation, the air traffic management recorded data assisted in the investigation.
337 - Data usefulness
The types of air traffic management recording available. N.B. List each type separately.
338 - ATM recording type
The age of the air traffic management person.
339 - Age
Information on whether the air traffic management controller incident stress management programme was offered.
340 - CISM offered
The reason why the air traffic management controller incident stress management programme was not offered.
341 - Reason CISM not offered
Information on whether the air traffic management controller was relieved of his/her duties after the occurrence.
342 - Controller relieved
The date on which the air traffic management person was last working in this position.
343 - Date last in position
Information on which day of the present shift the air traffic management controller was involved.
344 - Day of shift
The duration of the air traffic management person's last break before the occurrence.
345 - Duration last break
The duty segment of the air traffic management person at the time of the occurrence, e.g. first, middle or end.
346 - Duty segment
The duty time of the air traffic management person in this position before the time of the occurrence.
347 - Duty time in position
The amount of time elapsed from the time of the last break to the time of the occurrence for this air traffic management person.
348 - Time since last break
The amount of time the ATM person had been on duty before the time of the occurrence.
349 - Duty time before
A certificate provided by the national government organization of the Contracting Party responsible for regulating the airworthiness and environmental certification, approval or acceptance of aeronautical products, stating that the aircraft is fit to fly.
35 - Airworthiness cert.
Information whether this air traffic management person used communication systems.
350 - Communication systems used
The reason why this air traffic management controller was not relieved from duty after the occurrence.
351 - Reason no relief
The validity of the license of this air traffic management person.
352 - License validity ATM
The number of weeks, months or years since this air traffic management person obtained his/her license.
353 - Age of ATM license
The type of license held by this air traffic management person.
354 - Type of ATM license
Information whether on-the-job-training-instructor was in progress for this air traffic management person.
355 - OJTI in progress
The category of this air traffic management person, e.g. area supervisor, planning controller or radar assistant.
357 - Category
The time until which, on this day, the air traffic management person was expected to work.
358 - Working to
The time until which, yesterday, the air traffic management person was expected to work.
359 - Yesterday to
The angle between the flight path of the aircraft and the surface of the ground at impact e.g. high, intermediate or low.
36 - Impact angle
The time from which, on this day, the air traffic management person was expected to work.
360 - Working from
The time from which, yesterday, the air traffic management person was expected to work.
361 - Yesterday from
The gender of this air traffic management person.
362 - Gender
Area Proximity Warning, is intended to alert situations where an eligible (SNET) aircraft is, or is predicted to be, flying in a region (SNET) of protected airspace. Operational Concept: APW informs the controller when an aircraft is predicted to penetrate, or has penetrated, a region (SNET) of airspace, which has been defined as protected. The penetration may be in the lateral, the vertical plane or a combination of the two. Note.- Regions (SNET): The functions of regions (SNET) is to provide a means of assigning particular characteristics to volumes of airspace. Relevant characteristics could include matters such as STCA separation criteria, MSAW minimum safe altitude (SNET) or Mode A codes for aircraft permitted to enter a volume of airspace protected by APW. (Ref.-EUROCONTROL-APW)
363 - APW alerting
Area Proximity Warning, is intended to alert situations where an eligible (SNET) aircraft is, or is predicted to be, flying in a region (SNET) of protected airspace. Note.- Regions (SNET): The functions of regions (SNET) is to provide a means of assigning particular characteristics to volumes of airspace. Relevant characteristics could include matters such as STCA separation criteria, MSAW minimum safe altitude (SNET) or Mode A codes for aircraft permitted to enter a volume of airspace protected by APW. (Ref.-EUROCONTROL-APW)
364 - APW installed
365 - APW reaction
Definition: Information on whether the Runway Incursion Monitoring and Collision Alert System was functioning.RIMCAS: The RIMCAS function is integrated in A-SMGCS and is a software module designed to monitor movements on the aerodrome surface, using data from a surveillance system, in order to predict and identify possible conflict situations (Conflict Alerts) within the surveillance area. In its basic form, RIMCAS will warn of runway area incursion by aircraft or vehicles, or incursion of mobiles into other designated restricted areas on the airport, such as Instrument Landing System (ILS) critical areas, when an aircraft is due to land or take off on the active runway. The open systems architecture makes it possible to extend the Advanced Surface Movement Guidance and Control System with approach control functionality to provide a fully Integrated Tower System.
366 - RIMCAS alerting
Information on whether the Runway Incursion Monitoring and Collision Alert System was installed. RIMCAS: The RIMCAS function is integrated in A-SMGCS and is a software module designed to monitor movements on the aerodrome surface, using data from a surveillance system, in order to predict and identify possible conflict situations (Conflict Alerts) within the surveillance area. In its basic form, RIMCAS will warn of runway area incursion by aircraft or vehicles, or incursion of mobiles into other designated restricted areas on the airport, such as Instrument Landing System (ILS) critical areas, when an aircraft is due to land or take off on the active runway. The open systems architecture makes it possible to extend the Advanced Surface Movement Guidance and Control System with approach control functionality to provide a fully Integrated Tower System.
367 - RIMCAS installed
Information regarding the controller's reaction to an alert from the Runway Incursion Monitoring and Collision Alert System. RIMCAS: The RIMCAS function is integrated in A-SMGCS and is a software module designed to monitor movements on the aerodrome surface, using data from a surveillance system, in order to predict and identify possible conflict situations (Conflict Alerts) within the surveillance area. In its basic form, RIMCAS will warn of runway area incursion by aircraft or vehicles, or incursion of mobiles into other designated restricted areas on the airport, such as Instrument Landing System (ILS) critical areas, when an aircraft is due to land or take off on the active runway. The open systems architecture makes it possible to extend the Advanced Surface Movement Guidance and Control System with approach control functionality to provide a fully Integrated Tower System.
368 - RIMCAS reaction
Information on the functioning of the Minimum Safe Altitude Warning System with current warning. MSAW:The generation of minimum safe altitude warnings is a function of an ATC radar data processing system. The objective of the MSAW function is to assist in the prevention of controlled flight into terrain accidents by generating, in a timely manner, a warning of the possible infringement of a minimum safe altitude.
369 - MSAW current alerting
To determine if helicopter anti-exposure/immersion suits were available to the occupants of the aircraft.
37 - Immersion suits avail
Information on the installation of the Minimum Safe Altitude Warning System with current warning. MSAW:The generation of minimum safe altitude warnings is a function of an ATC radar data processing system. The objective of the MSAW function is to assist in the prevention of controlled flight into terrain accidents by generating, in a timely manner, a warning of the possible infringement of a minimum safe altitude.
370 - MSAW current installed
Information regarding the controller's reaction to a minimum safe altitude warning system´s current warning. MSAW:The generation of minimum safe altitude warnings is a function of an ATC radar data processing system. The objective of the MSAW function is to assist in the prevention of controlled flight into terrain accidents by generating, in a timely manner, a warning of the possible infringement of a minimum safe altitude.
371 - MSAW current reaction
The name of this air navigation services provider or ATS unit.
372 - ANSP name
Number of sectors defined for this ATS unit.
373 - Nr. sectors defined
Number of sectors fuly staffed in this unit.
374 - Nr. sectors manned
The number of sectors opened in this air traffic services unit.
375 - Nr. sectors opened
Information on the functioning of other ground based safety nets, i.e. systems other than STCA or MSAW.
376 - Other grd safety net wkg
Information on the installation of other ground based safety nets, i.e. systems other than STCA or MSAW.
377 - Other ground safety net
Information on the controller's reaction to an alarm from other ground based safety nets, i.e. systems other than STCA or MSAW.
378 - Reaction-other grd safety
Information on the functioning of the short term conflict alert system with current warning. STCA: The generation of short term conflict alerts is a function of an ATC radar data processing system. The objective of the STCA function is to assist the controller in maintaining separation between controlled flights by generating, in a timely manner, an alert of a potential infringement of separation minima.
379 - STCA current alerting
To determine if helicopter anti-exposure/immersion suits were worn by the occupants of the aircraft.
38 - Immersion suits worn
Information on the installation of a Short Term Conflict Alert System with current warning. STCA: The generation of short term conflict alerts is a function of an ATC radar data processing system. The objective of the STCA function is to assist the controller in maintaining separation between controlled flights by generating, in a timely manner, an alert of a potential infringement of separation minima.
380 - STCA current installed
Information regarding the controller's reaction to a Short Term Conflict Alert with a current warning. STCA: The generation of short term conflict alerts is a function of an ATC radar data processing system. The objective of the STCA function is to assist the controller in maintaining separation between controlled flights by generating, in a timely manner, an alert of a potential infringement of separation minima.
381 - STCA current reaction
The last persons who accessed the database.
382 - Database access by
The date of the last access to the database.
383 - Database access date
The type of access made to the database.
384 - Database access type
The subject of a descriptive factor. Descriptive factors are a combination of a subject, e.g.. aircraft/operations, air traffic management, aerodrome, meteorological or terrain, and at least one modifiers. The subjects provide information on the subject area described and the modifiers indicate the nature of the involvement of the subject.
385 - Descr factor subject
Modifiers provide information on the nature of the involvement of the subject to which they relate.
386 - Descr modifier
Manufacturer/model of engine involved
387 - Manufacturer/model
Number of engine cycles at time of occurrence.
388 - Engine cycles
Time since overhaul of the engine (Hours) at the time of occurrence
389 - Time since overhaul
The icing conditions for which the aircraft was approved.
39 - Approval icing cond.
The type of event, i.e. aircraft/system/component, consequential, air navigation services, aerodrome and ground aids, CAA, other or unknown.
390 - Event type
The phase of flight that relates to the event.
391 - Phase
The area of concern or subject described in the explanatory factor.
392 - Expl factor subject
393 - Expl factor modifier
The person or organization to which the explanatory factor relates.
394 - Organization/person
Information whether this flight crew member held an instructor rating.
395 - Instructor rating
Information whether this flight crew member held an instrument rating.
396 - Instrument rating
Information on whether this flight crew member held a valid license.
397 - Validity
Information on the ratings held by this flight crew member. A Rating is an authorization entered on or associated with a license and forming part thereof, stating special conditions, privileges or limitations pertaining to such license. ICAO Annex 1.
398 - Ratings
Information whether the license of this crew member was issued by the State of Registry of this aircraft or State of Operator.
399 - License issued by
Aerodrome elevation. The elevation of the highest point of the landing area. Elevation. The vertical distance of a point or a level, on or affixed to the surface of the earth, measured from mean sea level.
4 - Elevation above MSL
Information on the precision approach category for which the aircraft was approved.
40 - Approval prec appr
The type of license held by this flight crew member.
400 - License type
The age of this flight crew member in years.
401 - Age
The category of this flight crew member on this flight, e.g. pilot-in-command or co-pilot.
402 - Category
Annex 6 Part I : Duty period: Flight duty period. The total time from the moment a flight crew member commences duty, immediately subsequent to a rest period and prior to making a flight or a series of flights, to the moment the flight crew member is relieved of all duties having completed such flight or series of flights.
403 - Duty last 24 hours
The number of hours flown by this flight crew member in the 24 hours preceding this occurrence.
404 - Experience all-24 hours
The number of hours flown by this flight crew member in the 90 days preceding this occurrence.
405 - Experience all-90 days
The number of hours flown by this flight crew member on this type of aircraft in the 24 hours preceding this occurrence. Note: with "this type" it is meant to include aircraft of the same class rating. (Decision of the Taxonomy Working Group pf 2012 07 17).
406 - Experience on a/c-24 hours
The number of hours flown by this flight crew member on this type of aircraft in the 90 days preceding this occurrence. Note: with "this type" it is meant to include aircraft of the same class rating. (Decision of the Taxonomy Working Group pf 2012 07 17).
407 - Experience on a/c-90 days
Rest period. Any period of time on the ground during which a flight crew member is relieved of all duties by the operator. Flight duty period. The total time from the moment a flight crew member commences duty, immediately subsequent to a rest period and prior to making a flight or a series of flights, to the moment the flight crew member is relieved of all duties having completed such flight or series of flights. (Annex 6)
408 - Rest before duty
The gender of this flight crew member.
409 - Gender
Information on approach errors, if any, as determined by the investigation.
41 - Approach errors
The number of hours flown on all aircraft categories by this flight crew member in the time preceding this occurrence.
410 - Experience all a/c
The number of hours flown on this type of aircraft by this flight crew member in the time preceding this occurrence. Note: with "this type" it is meant to include aircraft of the same class rating. (Decision of the Taxonomy Working Group pf 2012 07 17).
411 - Experience this a/c
Use for evacuations on water only. Information on the effectiveness of the personal floatation devices.
412 - Floatation effective
The type of personal floatation device used. e.g. seat cushions, slide raft, dinghy/life raft or lifejackets.
413 - Type devices used
The description of the reaction of the crew to a warning originating from the ground proximity warning system, e.g. delayed or ignored. A GPWS [ground proximity warning system] is a system on board the aircraft that provided warnings of: excessive descent rate; excessive terrain closure rate; excessive altitude loss after take-off or go-around; unsafe terrain clearance while not in landing configuration, i.e. gear not locked down or flaps not in a landing position; and excessive descent below the instrument glide path. ICAO Annex 6.
414 - Crew reaction GPWS
A GPWS [ground proximity warning system] is a system on board the aircraft that provided warnings of: excessive descent rate; excessive terrain closure rate; excessive altitude loss after take-off or go-around; unsafe terrain clearance while not in landing configuration, i.e. gear not locked down or flaps not in a landing position; and excessive descent below the instrument glide path. ICAO Annex 6.
415 - GPWS warning identified
The number of seconds between the time the warning of the ground proximity warning system was triggered and the reaction of the crew. A GPWS [ground proximity warning system] is a system on board the aircraft that provided warnings of: excessive descent rate; excessive terrain closure rate; excessive altitude loss after take-off or go-around; unsafe terrain clearance while not in landing configuration, i.e. gear not locked down or flaps not in a landing position; and excessive descent below the instrument glide path. ICAO Annex 6.
416 - GPWS time to react
The type of warning that originated from the ground proximity warning system. Warnings are provided by the GPWS in the following circumstances: 1) excessive descent rate; 2) excessive terrain closure rate; 3) excessive altitude loss after take-off or go-around; 4) unsafe terrain clearance while not in landing configuration; a) gear not locked down; b) flaps not in a landing position; and 5) excessive descent below the instrument glide path. ICAO Annex 6.
417 - GPWS warning/alert type
Category of the incapacitated person.
418 - Person incapacitated
The reason for the incapacitation of this category of person.
419 - Reason for incapacity
Information whether the status of RVR was above or below minima. Runway Visual Range (RVR)- An instrumentally derived value, based on standard calibrations, that represents the horizontal distance a pilot will see down the runway from the approach end. It is based on the sighting of either high intensity runway lights or on the visual contrast of other targets whichever yields the greater visual range. RVR, in contrast to prevailing or runway visibility, is based on what a pilot in a moving aircraft should see looking down the runway. RVR is horizontal visual range, not slant visual range. It is based on the measurement of a transmissometer made near the touchdown point of the instrument runway and is reported in hundreds of feet. RVR is used in lieu of RVV and/or prevailing visibility in determining minimums for a particular runway. 1. Touchdown RVR- The RVR visibility readout values obtained from RVR equipment serving the runway touchdown zone. 2. Mid-RVR- The RVR readout values obtained from RVR equipment located midfield of the runway. 3. Rollout RVR- The RVR readout values obtained from RVR equipment located nearest the rollout end of the runway.
42 - Approach RVR status
The severity of incapacitation suffered by this person.
420 - Severity of incap
The identification of the originator of a change.
421 - Modification made by
The date the modification was embodied.
422 - Modification date
An optional explanatory note explaining the nature of the modification.
423 - Modification note
The language used by the originator of the narrative.
424 - Narrative language
The text of the narrative entered by the reporter of the occurrence.
425 - Narrative text
The content of the note.
426 - Note
The area(s) of concern covered by the safety recommendation.
427 - Recommendations
Information on whether and to what extent, in the judgement of the investigators, the air traffic management contributed to the occurrence.
428 - ATM contribution
An approach is stabilized when: - the aircraft is on the correct flight path, - only small changes in heading and pitch are required to maintain the flight path, - the aircraft speed is no more than vref+ 15 kts and not less than vref, - the sink rate is no more than 1000 ft/min, - the aircraft is in proper approach and landing configuration, - the power setting is not less than the minimum specified for the type of aircraft, - all briefings and checklists have been performed, - all of the parameters must be met by 500 ft.
43 - Approach stabilized
The occurrence categories as developped by CAST/ICAO Common Taxonomy Team (CICTT). Commercial Aviation Safety Team [CAST] and International Civil Aviation Organization" [ICAO]. "Occurrence" is defined as "accident or incident" throughout this taxonomy. Generally, accidents and incidents differ only in the degree of injury sustained by persons involved or in damage sustained to the aircraft. Each category has a unique name and identifier to permit common coding in accident/incident systems, a text definition, and usage notes to further clarify the category and aid in coding occurrences. An important element of the occurrence category design is that it permits the association of multiple categories with an occurrence. Multiple coding supports the primary focus of CICTT- accident PREVENTION, in which every pertinent element should be investigated, recorded, and analyzed. Based on version October 2013 (4.6)
430 - Occurrence category
The classification of the occurrence in relation to its severity.
431 - Occurrence class
The highest level of damage sustained by any aircraft involved in the occurrence
432 - Highest damage
The local date of the occurrence. This date is formatted according to the system short date format.
433 - Local date
The date when the report was created. This date is assigned by the computer. This date is formatted using the standard format 'YYYY/MM/DD HH:MM:SS' e.g. '2001/07/22 15:19:28'.
434 - Date report created
The date when the report was last modified. This date is formatted using the standard format 'YYYY/MM/DD HH:MM:SS' e.g. '2001/01/26 09:11:27'.
435 - Report last modified
The classification of the event based on the effect it had on the air traffic management service.
436 - Effect on ATM service
The identifying file reference of the final report.
438 - Report identification
Latitude of the place of the occurrence in degrees, minutes and seconds.
439 - Latitude of occ
Identification of the person who was at the controls of the aircraft at the first event.
44 - Person at controls
Location of occurrence should be the name of the closest settled area or geographical feature.
440 - Location name
The current Occurrence status in the database.
441 - Lock status
The originator of the lock status.
442 - Locked/released by
The date when the record was locked/released.
443 - Locked/released since
Longitude of the place of the occurrence in degrees, minutes and seconds.
444 - Longitude of occ
The name of the officer responsible for the Occurrence.
446 - Occurrence moderator
The name of the entity or organisation that provided the report.
447 - Reporting entity
Third party property damage (i.e. damage not to the aircraft) on the aerodrome.
448 - Damage not to a/c
The highest level of injury sustained by any person in the occurrence.
451 - Injury level
The file number allocated by the responsible entity.
452 - File number
The identification of the entity or organisation that is responsible for the report.
453 - Responsible entity
The identification of the State or geographical area where the occurrence occurred. N.B. the designation employed for States and geographical areas do not imply the expression of any opinion whatsoever on the part of ICAO concerning the legal status of any country, territory, city, area or of its authorities, or concerning the delineation of its frontiers and boundaries.
454 - State/area of occ
The present status of the occurrence, e.g. open, initial notification, preliminary or closed.
455 - Occurrence status
Any property damage sustained by third parties, i.e. not to the aircraft involved, on the ground. It also captures the main source of the damage.
456 - Third party damage
The local time of the occurrence time entered using the 24 hour clock e.g. 23:59.
457 - Local time
The total number of fatal injuries sustained in the occurrence. This is the sum of fatal injuries on the ground plus the fatal injuries sustained on all of the aircraft involved.
458 - Total fatalities
This is the sum of fatal injuries sustained on all of the aircraft involved.
459 - Total fatalities aircraft
The name of the ATS route.
46 - ATS route name
The total number of fatal injuries sustained by persons on the ground.
460 - Total fatalities ground
Total number of people involved in the occurrence (injured or not injured on aircraft + persons injured on the ground).
461 - Total involved
The total number of persons on board the aircraft involved in the occurrence.
462 - Total on board a/c
The total number of persons on the ground that sustained any injury in the occurrence.
463 - Total injuries-ground
The total number of injuries sustained by unknown persons involved in the occurrence.
464 - Total injuries-unknown
The total number of persons with unknown injuries on board of aircraft involved in the occurrence.
465 - Total injuries-unknown, aircraft
The total number of persons with unknown injuries on ground involved in the occurrence.
466 - Total injuries-unknown, ground
The total number of persons with minor injuries involved in the occurrence.
467 - Total minor injuries
The total number of persons with minor injuries on board the aircraft involved in the occurrence.
468 - Total minor injuries-aircraft
The total number of persons on ground involved in the occurrence with minor injuries.
469 - Total minor injuries-ground
The type of the air traffic services route.
47 - ATS route type
The total number of persons sustaining serious injuries in the occurrence. A serious injury is an injury sustained by a person in an accident and which: a) requires hospitalization for more than 48 hours, commencing within 48 hours from the date when the injury was received; or b) results in a fracture of any bone (except simple fractures of fingers, toes, or nose or; c) involves lacerations which cause severe haemorrhage, nerve, muscle or tendon damage; or d) involves injury to any internal organ; or e) involves second or third degree burns, or any burns affecting more than 5 percent of the body surface; or f) involves verified exposure to infectious substances or injurious radiation.
470 - Total serious injuries
The total number of persons sustaining serious injuries on the aircraft. A serious injury is an injury sustained by a person in an accident and which: a) requires hospitalization for more than 48 hours, commencing within 48 hours from the date when the injury was received; or b) results in a fracture of any bone (except simple fractures of fingers, toes, or nose or; c) involves lacerations which cause severe haemorrhage, nerve, muscle or tendon damage; or d) involves injury to any internal organ; or e) involves second or third degree burns, or any burns affecting more than 5 percent of the body surface; or f) involves verified exposure to infectious substances or injurious radiation.
471 - Total serious injuries-aircraft
The total number of persons sustaining serious injuries on the ground. A serious injury is an injury sustained by a person in an accident and which: a) requires hospitalization for more than 48 hours, commencing within 48 hours from the date when the injury was received; or b) results in a fracture of any bone (except simple fractures of fingers, toes, or nose or; c) involves lacerations which cause severe haemorrhage, nerve, muscle or tendon damage; or d) involves injury to any internal organ; or e) involves second or third degree burns, or any burns affecting more than 5 percent of the body surface; or f) involves verified exposure to infectious substances or injurious radiation.
472 - Total serious injuries-ground
The total number of persons involved in the occurrence who did not sustain any injury. N.B. This is the total of the persons on board of aircraft only as the number of persons on ground that were not injured is not included.
473 - Total no injuries
The total number of persons on board aircraft involved in the occurrence who did not sustain any injury.
474 - Total no injuries-aircraft
***** this field is not used.
475 - Total no injuries-ground
The source of the report, i.e. from investigations, voluntary reporting, media reports etc.
476 - Report source
UTC: Time scale based on the second (SI), as defined and recommended by the CCIR, and maintained by the Bureau International des Poids et Mesures (BIPM). For most practical purposes associated with the Radio Regulations, UTC is equivalent to mean solar time at the prime meridian (0° longitude), formerly expressed in GMT. The UTC date entered in the format which depends on the local installation. Use yyyy-mm-dd otherwise.
477 - UTC date
The UTC time of the occurrence entered using the 24 hour clock e.g. 23:59. UTC: Time scale based on the second (SI), as defined and recommended by the CCIR, and maintained by the Bureau International des Poids et Mesures (BIPM). For most practical purposes associated with the Radio Regulations, UTC is equivalent to mean solar time at the prime meridian (0° longitude), formerly expressed in GMT.
478 - UTC time
The age of the person in years.
479 - Age
Information on the recording quality of the cockpit voice recorder.
48 - Recording quality
The experience of the person in years.
480 - Experience
The validity of the license held by this person.
481 - License validity
The function/position of the other person.
482 - Category
Information whether this person held the required rating. A Rating is an authorization entered on or associated with a license and forming part thereof, stating special conditions, privileges or limitations pertaining to such license. ICAO Annex 1.
483 - License rating
The gender of the other personnel.
484 - Gender
The name of the part/component as indicated in the illustrated parts catalogue.
485 - Part name
The part number of the involved component.
486 - Part number
487 - Descr factor modifier
Potential descriptive factors/safety issues: Use this field to report on safety issues or potential safety issues that relate to the occurrence irrespective whether these issues were causal or contributory to the occurrence.
488 - Descr factor subject
489 - Expl factor modifier
Information whether the aircraft was equipped with an automatic bank callout and whether this feature was working.
49 - Auto bank call
The person or organization to which the potential explanatory factor relates.
490 - Organization/person
The area of concern or subject described in the potential explanatory factor.
491 - Expl factor subject
The manufacturer of the aircraft propeller.
492 - Make of propeller
The model of the aircraft propeller.
493 - Propeller model
Type of reporting form used for specifying facts of an occurrence. The reference number of the report can be entered as additional text.
495 - Reporting form type
Where a runway is provided with a stopway, then the ASDA will include the lenght of the stopway.
496 - ASDA
The method by which the surface braking action was determined / estimated.
497 - Braking determined by
The braking action measured or estimated of the surface.
498 - Braking action
A runway identifier consists of a two-digit number and on parallel runways is supplemented by a letter. On a single runway, dual parallel runways and triple parallel runways the two-digit number shall be the whole number nearest the one-tenth of the magnetic North when viewed from the direction of approach. On four or more parallel runways, one set of adjacent runways shall be numbered to the nearest one tenth magnetic azimuth and the other set of adjacent runways to the next nearest one-tenth magnetic azimuth. When the above rule results in a single digit number it is preceded by a zero. In the case of parallel runways, each runway designation number is supplemented by a letter as follows, in the order shown from left to right when viewed from the direction of approach: For two parallel runways: "L" "R"; for three parallel runways: "L" "C" "R"; for four parallel runways: "L" "R" "L" "R"; for five parallel runways: "L" "C" "R" "L" "R"; or "L" "R" "L" "C" "R" and for six parallel runways: "L" "C" "R" "L" "C" "R". Annex 14.
499 - Runway identifier
Location indicator. A four-letter code group formulated in accordance with rules prescribed by ICAO and assigned to the location of an aeronautical fixed station.
5 - Location indicator
Information whether the aircraft was equipped with an automatic altitude callout and whether this feature was working. Altitude:The vertical distance of a level, a point or an object considered as a point, measured from mean sea level (MSL).
50 - Auto altitude call
LDA: The length of runway which is declared available and suitable for the ground run of an aeroplane landing. ICAO Annexes 6 and 14.
500 - LDA
Runway. A defined rectangular area on a land aerodrome prepared for the landing and take-off of aircraft.
501 - Runway length
The precision approach category for which this runway is equipped.
502 - Runway category
The configuration of the runway used by this aircraft.
503 - Runway configuration
Information on the presence of surface deposits.
504 - Type of deposits
Runway visual range is the range over which the pilot of an aircraft on the centre line of a runway can see the runway surface markings or the lights delineating the runway or identifying its centre line. ICAO Annex 3. Runway Visual Range (RVR)- An instrumentally derived value, based on standard calibrations, that represents the horizontal distance a pilot will see down the runway from the approach end. It is based on the sighting of either high intensity runway lights or on the visual contrast of other targets whichever yields the greater visual range. RVR, in contrast to prevailing or runway visibility, is based on what a pilot in a moving aircraft should see looking down the runway. RVR is horizontal visual range, not slant visual range. It is based on the measurement of a transmissometer made near the touchdown point of the instrument runway and is reported in hundreds of feet. RVR is used in lieu of RVV and/or prevailing visibility in determining minimums for a particular runway. 1. Touchdown RVR- The RVR visibility readout values obtained from RVR equipment serving the runway touchdown zone. 2. Mid-RVR- The RVR readout values obtained from RVR equipment located midfield of the runway. 3. Rollout RVR- The RVR readout values obtained from RVR equipment located nearest the rollout end of the runway.
505 - RVR start
Information on the slope of the runway.
506 - Runway slope
A stopway is a defined rectangular area on the ground at the end of take-off run available prepared as a suitable area on which an aircraft can be stopped in the case of an abandoned take-off. ICAO Annex 4.Doc 4444
507 - Stopway length
This provides information on the type of treatment of the surface of the runway, e.g. whether it was fully grooved or partially grooved.
508 - Surface treatment
This provides information on the type of surface in the take-off/landing area.
509 - Surface type
Information to indicate whether the aircraft was under the control of airborne equipment which provides automatic control of the aeroplane during the approach and landing.
51 - Automatic landing
The length of the take-off run available plus the length of any clearway.
510 - TODA
The length of runway declared available and suitable for the ground run of an aeroplane taking off.
511 - TORA
This provides information on runway surface preparation.
512 - Runway preparation
The width of a runway expressed in metres. Runway. A defined rectangular area on a land aerodrome prepared for the landing and take-off of aircraft.
513 - Runway width
Information on the difficulties encountered during the search. Specify as many as required.
514 - Search difficulties
Information on the search method applied in the search, e.g. air search or sea search.
515 - Search method
Information on the result of the search, i.e. whether the search was successful or not.
516 - Search result
The number of hours that the search was conducted.
517 - Search time
Information whether this sector was combined with one or more other sectors
518 - Combined operation
The highest flight level displayed for sector. Flight level: A surface of constant atmospheric pressure which is related to a specific pressure datum, 1 013.2 hectopascals (hPa), and is separated from other such surfaces by specific pressure intervals. Note 1. - A pressure type altimeter calibrated in accordance with the standard atmosphere: a) when set to a QNH altimeter setting, will indicate altitude; b) when set to a QFE altimeter setting, will indicate height above the QFE reference datum; c) when set to a pressure 1 013.2 hPa, may be used to indicate flight levels. Note 2. - The terms "height" and "altitude", used in Note 1 above, indicate altimetric rather than geometric heights and altitudes.
519 - Highest flight level
Information whether there was a rescue fire service available at this aerodrome.
52 - Availability ARFS
The lowest flight level displayed for this sector. Flight level: A surface of constant atmospheric pressure which is related to a specific pressure datum, 1 013.2 hectopascals (hPa), and is separated from other such surfaces by specific pressure intervals. Note 1. - A pressure type altimeter calibrated in accordance with the standard atmosphere: a) when set to a QNH altimeter setting, will indicate altitude; b) when set to a QFE altimeter setting, will indicate height above the QFE reference datum; c) when set to a pressure 1 013.2 hPa, may be used to indicate flight levels. Note 2. - The terms "height" and "altitude", used in Note 1 above, indicate altimetric rather than geometric heights and altitudes.
520 - Lowest flight level
The number of positions manned in the sector.
521 - Positions manned
The number of positions in this sector.
522 - Positions in sector
This attribute captures the categories of staff which were absent at the time of occurrence.
523 - Positions vacant
Display centre of sector radar.
524 - Display centre radar
The range to which the sector radar was set.
525 - Range of radar
The identification/name of the sector.
526 - Sector name
The services provided by sector (AIS, ATM, MET, SAR, etc.)
527 - Services provided
An Air Traffic Controller is a person authorized to provide an air traffic control service.
528 - Stress before 2nd ctlr
529 - Stress before controller
The position of the wreckage in polar coordinates is provided by giving the bearing from the runway heading and the distance from the threshold. This field provides the information of the bearing from the runway heading. N.B. do not give the magnetic bearing from the runway threshold.
53 - Bearing rwy heading
Stress two hours before the occurrence in the judgement of the investigator.
530 - Stress before investigator
Stress two hours before the occurrence in the judgement of the student controller.
531 - Stress before student
The use of the term "supervisor" will differ between States and even between units in some States.
532 - Stress before super
533 - Traffic complexity at (2nd controller)
534 - Traffic complexity at (controller)
Traffic complexity at the time of the occurrence in the judgement of the investigator.
535 - Traffic complexity at (investigator)
Traffic complexity at the time of the occurrence in the judgement of the student controller.
536 - Traffic complexity at (student)
537 - Traffic complexity at (supervisor)
538 - Traffic complexity before (2nd controller)
Traffic complexity before the occurrence in the judgement of the investigator.
539 - Traffic complexity before (investigator)
The assigned International Telecommunications Union radio call sign of the aircraft. A group of letters, figures or a combination thereof which is either identical to, or the coded equivalent of, the aircraft call sign to be used in air-ground communications, and which is used to identify the aircraft in ground-ground air traffic services communication
54 - Call sign
540 - Traffic complexity before (controller)
Traffic complexity before the occurrence in the judgement of the student controller.
541 - Traffic complexity before (student)
542 - Traffic complexity before (supervisor)
543 - Traffic density at (2nd controller)
544 - Traffic density at (controller)
Traffic density at the time of the occurrence in the judgement of the investigator.
545 - Traffic density at (investigator)
Traffic density at the time of the occurrence in the judgement of the student controller.
546 - Traffic density at (student)
547 - Traffic density at (supervisor)
548 - Traffic density before (2nd controller)
549 - Traffic density before (controller)
Information whether the chutes/slides were working as designed.
55 - Chute/slide ops
Traffic density before the occurrence in the judgement of the investigator.
550 - Traffic density before (investigator)
Traffic density before the occurrence in the judgement of the student controller.
551 - Traffic density before (student)
552 - Traffic density before (supervisor)
553 - Trfc vari before 2nd ctlr
554 - Traffic variation before (controller)
Traffic variation before the occurrence in the judgement of the investigator.
555 - Traffic variation before (investigator)
Traffic variation before the occurrence in the judgement of the student controller.
556 - Traffic variation before (student)
557 - Traffic variation before (supervisor)
558 - Workload 2nd controller
559 - Workload controller
Information whether escape chutes or slides were installed on the aircraft. This information is only relevant in case of evacuations.
56 - Chute/slide inst
Workload in the judgement of the investigator.
560 - Workload investigator
Workload in the judgement of the student controller.
561 - Workload student
The use of the term "supervisor" will differ between States and even between units in some States. Generally a person in charge of a group of other persons.
562 - Workload supervisor
Information whether ACAS or TCAS was installed at the time of an AIRPROX incident. ACAS: An aircraft system based on secondary surveillance radar (SSR) transponder signals which operates independently of ground-based equipment to provide advice to the pilot on potential conflicting aircraft that are equipped with SSR transponders. Note 1.- In this context the term "independently" means that ACAS operates independently of other systems used by air traffic services except for communications with Mode S ground stations as defined in ICAO Annex 10. Note 2.- SSR transponders referred to above are those operating in Mode C or Mode S.
563 - ACAS/TCAS installed
Information on whether any air traffic management initiated avoidance action existed during an loss of separation incident, and whether it was adequate/late.
565 - ATM action
Information on whether any avoiding action was taken by the aircraft during an incident involving a loss of separation, and whether it was adequate/late.
566 - A/c avoiding action
Information on the bank angle of the aircraft when an loss of separation incident took place, e.g. inverted, moderate, slight, steep or wings level.
567 - Bank angle
Information on the direction of bank when a loss of separation incident took place, i.e. left or right, of the aircraft when a loss of separation occurred.
568 - Bank direction
Clearance: Authorization for an aircraft to proceed under conditions specified by an air traffic control unit. Note 1.- For convenience, the term "air traffic control clearance" is frequently abbreviated to "clearance" when used in appropriate contexts. Note 2.- The abbreviated term "clearance" may be prefixed by the words "taxi", "take-off", "departure", "en route", "approach" or "landing" to indicate the particular portion of flight to which the air traffic control clearance relates. ICAO Annexes 2 and 11.
57 - Clearance validity
Information on the horizontal movement e.g. converging track, crossing tracks or parallel tracks, of the aircraft when a loss of separation incident took place.
570 - Horizontal rel mvmt
Information on who initiated the avoiding action in a case involving a loss of separation incident.
571 - Initiator avoiding act
Information on whether the aircraft landed safely after a loss of separation incident.
572 - Safe landing
This is used to record whether any military aircraft was involved in the loss of separationincident.
574 - Military a/c involved
The minimal horizontal distance during a incident involving two aircraft as estimated by the investigation taking into account all available evidence (witnesses, recordings). Note, if the incident involved more than two aircraft, the separation page needs to be repeated for each pair.
575 - Est minimum horiz sep
The minimum horizontal separation that was prescribed at the time of the loss of separation incident.
577 - Req minimum horiz sep
The minimal horizontal distance during a incident involving two aircraft as recorded by a recording system such as RADAR recording.
579 - Min horiz sep rec
The altitude to which the aircraft was cleared at the time of the occurrence. Altitude is the vertical distance of the aircraft measured from mean sea level.
58 - Cleared altitude
The minimal vertical distance during a incident involving two aircraft as estimated by the investigation taking into account all available evidence (witnesses, recordings). Note, if the incident involved more than two aircraft, the separation page needs to be repeated for each pair.
581 - Est vert separation
The minimum vertical separation that was prescribed at the time of the loss of separation incident.
583 - Req vert separation
The minimal vertical distance during a incident involving two aircraft as recorded by a recording system such as RADAR recording.
585 - Vertical sep recorded
Information on whether this aircraft sighted the other aircraft involved in a loss of separation incident.
587 - Other aircraft seen
The rate of closure between the aircraft involved in the loss of separation incident in knots.
588 - Rate of closure
Information on whether the risk of collision was reduced by the ATM action taken during a loss of separation incident
589 - Risk reduction ATM
The altimeter setting in hPa used as the reference for the cleared altitude.
59 - Cleared alt altimeter
Information on the restrictions to visibility in a loss of separation incident. Visibility. Visibility for aeronautical purposes is the greater of: a) the greatest distance at which a black object of suitable dimensions, situated near the ground, can be seen and recognized when observed against a bright background; b) the greatest distance at which lights in the vicinity of 1 000 candelas can be seen and identified against an unlit background. Note. The two distances have different values in air of a given extinction coefficient, and the latter b) varies with the background illumination. The former a) is represented by the meteorological optical range (MOR).
590 - Visibility restrictions
Information on whether the risk of collision was reduced by the avoiding action taken during a loss of separation incident.
591 - Risk reduction a/c
VMC climb/descent: A climb or decent in which the pilot is responsible for maintaining separation from other traffic and is also responsible for maintaining visual meteorological conditions. PANS-ATM, 5.9 refers: When so requested by an aircraft and provided it is agreed by the pilot of the other aircraft and so authorized by the appropriate ATS authority, an ATC unit may clear a controlled flight, including departing and arriving flights, operating in airspace Classes D and E in visual meteorological conditions during the hours of daylight to fly subject to maintaining own separation to one other aircraft and remaining in visual meteorological conditions. When a controlled flight is so cleared, the following shall apply: a) the clearance shall be for a specified portion of the flight at or below 3 050 m (10 000 ft), during climb or descent and subject to further restrictions as and when prescribed on the basis of regional air navigation agreements; b) if there is a possibility that flight under visual meteorological conditions may become impracticable, an IFR flight shall be provided with alternative instructions to be complied with in the event that flight in visual meteorological conditions (VMC) cannot be maintained for the term of the clearance; c) the pilot of an IFR flight, on observing that conditions are deteriorating and considering that operation in VMC will become impossible, shall inform ATC before entering instrument meteorological conditions (IMC) and shall proceed in accordance with the alternative instructions given.
593 - VMC climb/descent
The type of the traffic information provided to the aircraft during the loss of separation incident, i.e. ACAS, air-to-air communications, ATC [non-radar], ATC [radar-information], none or visual sighting.
594 - Traffic info type
Information on the quality of the overall traffic information at the time of the loss of separation incident, i.e. complete, incomplete, incorrect, late or none.
595 - Traffic info quality
Information on the use of aircraft lighting in a loss of separation incident.
596 - Aircraft lighting
The height or altitude at which the loss of separation incident occurred. Height: The vertical distance of a level, a point or an object considered as a point, measured from a specified datum. Altitude:The vertical distance of a level, a point or an object considered as a point, measured from mean sea level (MSL).
597 - Height/altitude
Vertical profile of the aircraft involved in the loss of separation incident, i.e. climbing, descending or level flight before any avoidance action was taken.
598 - Vertical profile of separation
Information on whether this aircraft was on a visual approach at the time of the loss of separation incident.
599 - Visual approach
The aircraft cleared flight level at the time of the occurrence. Flight level: A surface of constant atmospheric pressure which is related to a specific pressure datum, 1 013.2 hectopascals (hPa), and is separated from other such surfaces by specific pressure intervals. Note 1. - A pressure type altimeter calibrated in accordance with the standard atmosphere: a) when set to a QNH altimeter setting, will indicate altitude; b) when set to a QFE altimeter setting, will indicate height above the QFE reference datum; c) when set to a pressure 1 013.2 hPa, may be used to indicate flight levels. Note 2. - The terms "height" and "altitude", used in Note 1 above, indicate altimetric rather than geometric heights and altitudes.
60 - Cleared flight level
A short message identifying the accident to the human reader.
601 - Headline
An indication whether, in the view of the investigation, the weather was relevant to the occurrence.
606 - Weather relevant
The caracteristics of the precipitation and other weather phenomena.
607 - Characteristics
The subject of the note.
608 - Subject
The relative position and velocities of the aircraft involved in an RA. Resolution advisory (RA). An indication given to the flight crew recommending: a) a manoeuvre intended to provide separation from all threats; or b) a manoeuvre restriction intended to maintain existing separation
609 - RA geometry
The aircraft cleared height at the time of the occurrence. Height is the vertical distance of the aircraft measured from a specified datum.
61 - Cleared height
The type of RA: Altitude crossing RA. A resolution advisory is altitude crossing if own ACAS aircraft is currently at least 30 m (100 ft) below or above the threat aircraft for upward or downward sense advisories, respectively. Climb RA. A positive RA recommending a climb but not an increased climb. Corrective RA. A resolution advisory that advises the pilot to deviate from the current flight path. Descend RA. A positive RA recommending a descent but not an increased descent. Increased rate RA. A resolution advisory with a strength that recommends increasing the altitude rate to a value exceeding that recommended by a previous climb or descend RA. Reversed sense RA. A resolution advisory that has had its sense reversed. Annex 10, Vol 4, Chapter 4. Resolution advisory (RA). An indication given to the flight crew recommending: a) a manoeuvre intended to provide separation from all threats; or b) a manoeuvre restriction intended to maintain existing separation Positive RA. A resolution advisory that advises the pilot either to climb or to descend (applies to ACAS II).
610 - RA type
The classification of the response of the pilot to the RA, an indication whether he climbed, descended, turned, did not respond, etc.
611 - Pilot response to RA
The details of the response of the pilot in avoiding action.
612 - Pilot response detail
Resolution advisory classification: the classification of an indication given to the flight crew recommending a manoeuvre intended to provide separation from all threats; or a manoeuvre restriction intended to maintain existing separation.
613 - RA Classification
614 - RVR middle
615 - RVR end
The sector capacity expressed in Aircraft/Hour.
616 - Sector capacity
Actual sector load expressed in number of Aircrafts (this hour).
617 - Actual sector load
Aircraft on same frequency expressed in number of Aircrafts.
618 - Nr a/c on frequency
RTF Frequency
619 - RTF frequency
The altimeter setting in hPa used as the reference for the cleared height. Height:The vertical distance of a level, a point or an object considered as a point, measured from a specified datum.
62 - Cleared height altim.
Reason for special handling of flight
620 - Flight status (STS)
The wind description whether it was calm (speed) or variable (direction).
621 - Wind description
The level of damage sustained by this aircraft. The highest level of damage is captured under the occurrence.
635 - Aircraft damage
Indicates whether this was a scheduled or non-scheduled flight.
637 - Schedule type
Indicates whether this was an international or domestic flight.
638 - Ops range
The date the license was obtained (the full date could be entered).
639 - Date of license
The agency which controlled the flight. N.B. This includes the operator who is not an Air Traffic Services agency. An air traffic control service is a service provided for the purpose of: a) preventing collisions: between aircraft and on the manoeuvring area between aircraft and obstructions and b) expediting and maintaining an orderly flow of traffic.
64 - Controlling agency
The object(s) damaged by the impact of the aircraft.
640 - Object damaged
The specific location of the occurrence on the aerodrome or an indication that the occurrence occurred near the aerodrome. “Near” is meant to indicate that the occurrence occurred off the aerodrome but within 10 km from the aerodrome reference point. Aerodrome reference point: The designate geographical location of an aerodrome.
641 - Location on aerodrome
The source of weather briefing.
642 - Source of briefing
The parts of the aicraft damaged by the bird strike
643 - Parts damaged
The parts of the aircraft struck by the bird strike (but not necessarily damaged)
644 - Parts struck
Generally the species of birds / wildlife that were involved in the occurrence. Note: Non-bird entries (mammal, reptile) are also included there.
645 - Species description
The estimated number of birds or wildlife seen.
646 - Birds/wildlife seen
The estimated number of birds/wildlife that struck the aircraft.
647 - Birds/wildlife struck
The estimated size of the bird (visual rendering based on average weight)
648 - Bird size
Pilot advised of the presence of birds.
649 - Pilot advised of birds
Co-ordinated entry altitude is the altitude at which the aircraft is expected at an entry point into the sector. Altitude:The vertical distance of a level, a point or an object considered as a point, measured from mean sea level (MSL).
65 - Co-ord entry altitude
The time the aircraft was out of service after an occurrence.
650 - A/C out of service
The equivalent value in Euro (converted at the rate of the day of occurrence).
651 - Cost of repair
652 - Loss of revenue
The position of the engine, counting from left to right, for which this information pertails.
653 - Engine position
Nature of engine involvement
654 - Nature of engine involvement
Estimated % of thrust loss after an engine failure.
655 - Thrust loss
The estimated number of birds ingested into this engine.
656 - Nr of birds ingested
The serial number of the involved component.
657 - Serial number
The name of the manufacturer of the part.
658 - Manufacturer
Aircraft component and systems (descriptive factors list).
659 - ATA chapter number
The flight level or level band at or within which the aircraft is expected at an entry point into the sector. Flight level: A surface of constant atmospheric pressure which is related to a specific pressure datum, 1 013.2 hectopascals (hPa), and is separated from other such surfaces by specific pressure intervals. Note 1. - A pressure type altimeter calibrated in accordance with the standard atmosphere: a) when set to a QNH altimeter setting, will indicate altitude; b) when set to a QFE altimeter setting, will indicate height above the QFE reference datum; c) when set to a pressure 1 013.2 hPa, may be used to indicate flight levels. Note 2. - The terms "height" and "altitude", used in Note 1 above, indicate altimetric rather than geometric heights and altitudes.
66 - Co-ord entry flt level
Number of hours since new.
660 - Time since new
Number of hours since overhaul.
661 - Time since overhaul
Number of hours since inspection.
662 - Time since inspection
Number of cycles since new.
663 - Cycles since new
Number of cycles since overhaul.
664 - Cycles since overhaul
Number of cycles since inspection.
665 - Cycles since insp
The date of part manufacturing.
666 - Date of manufacturing
The date of aircraft overhaul.
667 - Date of overhaul
The date of aircraft repair or inspection.
668 - Date repair/insp
The height at which the aircraft is expected at an entry point into the sector. Height: The vertical distance of a level, a point or an object considered as a point, measured from a specified datum.
67 - Co-ord entry height
Information to determine whether the monitoring system was functioning. To be used for occurrences involving systems that are monitored or protected by a warning / protection system.
670 - Monitoring sys funct
Any multi-media type information or pictures like sketches, photos, nameplate photos, etc.
671 - Supporting evidence
The type of maintenance report, initial finding, complete report or follw-up report.
672 - Maint. report type
Information to indicate whether the manufacturer was informed or not.
673 - Manufacturer inf
Information to indicate whether the operator was informed or not.
674 - Operator informed
The type of other recording device used on the aircraft.
675 - Recording device type
Information whether the flight data recorder was equipped with an acquisition unit.
676 - Acquisition unit
To indicate the type of operation(s) performed on the flight data recorder data and the type of output produced.
677 - Use of the data
The part number of the flight data recorder.
678 - Part number
Information whether the aockpit voice recorder was a combined recorder (including a flight data recorder).
679 - Combined recorder
The altitude at which the aircraft is expected at an exit point from the sector. Altitude:The vertical distance of a level, a point or an object considered as a point, measured from mean sea level (MSL).
68 - Co-ord exit altitude
Indicates whether the time information was recorded on the cockpit voice recorder.
680 - Time information
The part number of the cockpit voice recorder.
681 - Part number
To indicate whether it was practicable to recover the data from the ATM recordings.
682 - Data recovery
To indicate the type of operation(s) performed on the ATM recordings data and the type of output produced.
683 - Use of the data
In cases where all or some of the data was not recovered from the recorder, provide the most important reason for the loss of data.
684 - Reason for data loss
The medium on which the other recording device recorded.
685 - Recording medium
To indicate whether it was practicable to recover the data from the other recording device.
686 - Data recovery
To indicate the type of operation(s) performed on the other recording device data and the type of output produced.
687 - Use of the data
Dangerous goods are divided into classes on the basis of the specific chemical characteristics producing the risk. Indicate the UN number and/or the specific name of product as additional text when relevant.
688 - Dangerous good
The flight level or level band at or within which the aircraft is expected at an exit point from the sector. Flight level: A surface of constant atmospheric pressure which is related to a specific pressure datum, 1 013.2 hectopascals (hPa), and is separated from other such surfaces by specific pressure intervals. Note 1. - A pressure type altimeter calibrated in accordance with the standard atmosphere: a) when set to a QNH altimeter setting, will indicate altitude; b) when set to a QFE altimeter setting, will indicate height above the QFE reference datum; c) when set to a pressure 1 013.2 hPa, may be used to indicate flight levels. Note 2. - The terms "height" and "altitude", used in Note 1 above, indicate altimetric rather than geometric heights and altitudes.
69 - Co-ord exit flt level
The graphics representing the dangerous goods safety marks (label, placard symbols, and/or text information).
691 - Label
Holding procedure: A predetermined manoeuvre which keeps an aircraft within a specified airspace while awaiting further clearance.
692 - Holding status
The holding entering time in UTC time.
694 - Holding entering time
Information to indicate whether airborne collision avoidance system/traffic alert and collision avoidance system was functioning as designed/as intended.
696 - ACAS/TCAS funct
The distance between the aircraft involved in the loss of separation incident in time period.
697 - Distance in time
A general description of the error.
698 - Error description
To indicate the main types of error.
699 - Error type
The status of the aerodrome, i.e. whether it is a public, private or military aerodrome.
7 - Aerodrome status
The height at which the aircraft is expected at an exit point from the sector. Height: The vertical distance of a level, a point or an object considered as a point, measured from a specified datum.
70 - Co-ord exit height
To indicate the details of the error.
700 - Error detail
The Information Processing level and the Error Mechanism are both dependent on the choice of Error Detail.
701 - Error mechanism
702 - Information processing
Contextual factors describe aspects of the task that the controller was performing at the time of the error.
703 - Condition
A text justifying the event type and phase.
704 - Event justification
A text justifying the descriptive factor and modifier.
705 - Desc factor justification
A text justifying the explanatory factor.
706 - Expl factor justification
A text justifying the potential descriptive factor.
707 - Factors justification
The text of the notification as forwarded by the State of Occurrence. The notification shall be in plain language, preferably in one of the working languages of ICAO. ICAO Annex 13 - Chapter 4
708 - Notification text
The date the final report was published/released.
709 - Date published
The type of altimeter installed for the co-pilot: e.g. counter-drum-pointer, drum-pointer or a three pointer altimeter.
71 - Co-pilot altim type
The original language of the final report.
710 - Original language
The other language(s) available for the final report.
711 - Other language(s)
Information on the scope of the investigation : full Annex 13, desk investigation, no investigation, etc.
712 - Investigation scope
Type of organization that carried out the investigation.
713 - Investigating entity
An indication of whether the investigation was delegated or not.
714 - Invest. delegated
The holding leaving time in UTC time.
716 - Holding leaving time
The resulting risk grade for the occurrence.
718 - Risk grade
The availability and use of restraint systems for the co-pilot.
72 - Co-pilot restraint system
The occurrence embedded data.
728 - Occurrence
The date the report was received. This date is formatted according to the system short date format.
729 - Receiving date
To indicate whether charts were available to the co-pilot or not.
73 - Charts available
The name of the entity or organisation that sent the report.
731 - Sending entity
The name of the entity or organisation that received the report.
732 - Receiving entity
The type of aerodrome vehicle involved in the runway incursion.
733 - Type of vehicle
The assigned radio call sign of the vehicle. A group of letters, figures or a combination to be used in ground-ground air traffic services communication.
734 - Vehicle call sign
For the purpose of global harmonization and effective data sharing, when classifying the severity of runway incursions, the following severity classification scheme should be applied for runway incursions incidents (excluding accidents that refer to ICAO Annex 13 definition). The objective of the runway incursion severity classification exercise is to produce and record the assessment of each runway incursion. This is a critical component of measuring risk, where risk is a function of the severity of the outcome and the probability of recurrence. Whatever the severity of the occurrence however, all runway incursions should be adequately investigated to determine the causal and contributory factors and to ensure risk mitigation measures are implemented to prevent any recurrence. Severity classification of runway incursions should be assessed as soon as possible after the incident notification. A reassessment of the final outcome may be applied at the end of the investigation process. ICAO - Manual for Preventing Runway Incursions (Doc 9870)
735 - Severity classification
The minimal vertical distance during an incident involving two aircraft or one aircraft and a vehicle as estimated by the investigation taking into account all available evidence (witnesses, recordings).
736 - Vert closest prox
The minimal horizontal distance during an incident involving two aircraft or one aircraft and a vehicle as estimated by the investigation taking into account all available evidence (witnesses, recordings).
737 - Hor closest prox
Movement profile of the entity involved in the runway incursion incident, i.e. climbing, descending or on ground before any avoidance action was taken.
738 - Movement profile
The relative position of the aircraft or vehicle involved in a runway incursion.
739 - Encounter geometry
To indicate whether the charts available to the co-pilot provided minimum altitude contours. Contour line. A line on a map or chart connecting points of equal elevation.
74 - Altitude contours
Information on the type of action taken in a runway incursion incident.
740 - Evas/corrective act
The type(s) of entity involved in a runway incursion: aircraft, vehicle or person.
741 - Entity involved
The mass / weight of fuel on board the aircraft at the time of the occurrence. This information is particularly important for occurrences involving fires.
742 - Fuel mass on board
This is used to record whether the vehicle involved in the runway incursion was being controlled by an ATS unit.
743 - Vehicle controlled
Information to indicate whether radio was installed in the vehicle and was functioning.
744 - Radio install/oper
The name of the provider of the charts available to the co-pilot.
75 - Charts provider
To indicate whether the charts available to the co-pilot provided terrain contours. Contour line. A line on a map or chart connecting points of equal elevation.
76 - Terrain contours
To indicate whether the crew did call out the aircraft's height or altitude.
77 - Crew call-out done
The scope of the positive factors consists of recording what went right and classify the answers to the question, "What went right to prevent an accident ?" in completion to the current question, "What went wrong to cause an incident ?". A positive taxonomy aims at better identifying all the technical and human factors safety nets and assessing the effectiveness of each one.
771 - Positive factor
The value of the cross-wind component of the wind in metres per second. N.B. Use for take-off and landing occurrences. Wind is the air motion relative to the earth's surface.
78 - Crosswind component
The Recommendation external data link.
788 - Recommendation link
789 - Task list
The flight rules under which the aircraft was operating: e.g. IFR, VFR or Special VFR.
79 - Current flight rules
790 - Information and equipment
791 - HERA path
792 - CC modifier
A generic object in which an electronic or multimedia file type can be stored as an Eccairs Resource Locator.
793 - Attachments
The file number allocated by the sending entity.
794 - Receiving file number
When occurrences are sent out for prevention purposes, using the validation field enables an organization to inform other organizations if the occurrence has been validated or not. The validation "flag" represents a guaranty from the sender that the occurrence has been cross checked and validated. This feature is useful for the community when safety data are exchanged or centralized. An organization can both send checked (validated) and unchecked data for prevention purposes. Analysts during their review can focus on a core set of occurrences. These clusters should also help in identifying risks: the flagged data should facilitate the severity assesment while the remaining data could be used to complete the frequency assesment.
795 - Validation status
796 - Extent contamination
797 - Depth of deposit
798 - Date entered
799 - Clearway length
The type of surface at the helicopter landing area. N.B. To be entered only if the occurrence involves a landing of helicopters.
8 - Surface type
To indicate whether the cockpit voice recorder was recovered.
80 - CVR recovery
800 - Report status
801 - Reporting date
802 - Report
Investigation report number assigned by the Investigation Authority
803 - Investig report ID
Status of the auto pilot at first event.
804 - Autopilot
Status of the auto throttle at first event.
805 - Auto throttle
Position of the landing gear at first event.
806 - Gear position
Status of the spoilers position at first event.
807 - Spoilers position
Flaps position in degrees at first event.
808 - Flaps position
Status of the weather radar at first event.
809 - Weather radar
To indicate whether it was practicable to recover the data from the flight data recorder.
81 - Data recovery
The location of the contamination on the aerodrome.
810 - Loc of contamination
Runway End Safety Area length
811 - RESA length
Runway End Safety Area width
812 - RESA width
Runway End Safety Area surface type
813 - RESA surface type
814 - Experience
815 - Category
816 - Time deviating FL
To be indicated if different from Cleared Flight Level before deviation.
817 - Cleared FL after
The Foreign Object Source
818 - Source
The location of the Foreign Object on the Aerodrome.
819 - Location
To indicate whether the data recovered from the flight data recorder were of use in the investigation.
82 - Data usefulness
The Phase when the FO was Collected.
820 - Collecting phase
821 - Object picture
Date the occurrence was validated by the responsible entity.
822 - Validation date
The rate of descent of the aircraft at the time of impact with the ground, i.e. high, low or unknown.
83 - Descent rate
838 - PiggyBack data
839 - PiggyBack last modified
The speed of the aircraft at the time of impact with the ground.
84 - Descent speed
840 - PiggyBack user name
841 - PiggyBack description
The temperature to which the air must be cooled to become saturated by the water vapour already present in the air.
85 - Dew point
The position of the wreckage in polar coordinates is provided by giving the bearing from the runway heading and the distance from the threshold. This field provides the information on the distance from the threshold. Threshold. The beginning of that portion of the runway usable for landing.
86 - Distance threshold
The duration of the cockpit voice recorder recording in minutes. Note: The duration of the recording is to be provided, not the capacity of the recorder.
87 - Recording duration
875 - Wx briefing type
876 - Ash cloud visible
877 - Color of ash cloud
878 - Density of ash cloud
879 - Encounter duration
"Flight time" : The total time from the moment an aeroplane first moves for the purpose of taking off until the moment it finally comes to rest at the end of the flight. Note 1: The definition of flight includes movement on the ground. "Flight time". Note 2. Flight time as here defined is synonymous with the term "block to block" time or "chock to chock" time in general usage which is measured from the time an aeroplane first moves for the purpose of taking off until it stops at the end of the flight. ICAO Annex 6.
88 - Duration of flight
880 - Severity of encount
881 - Engine serial number
882 - ATA chapter involved
883 - Time since new
884 - Time since inspection
885 - Cycles since new
886 - Cycles since overhaul
887 - Cycles since insp
888 - Date of manufacturing
889 - Date overhaul
Information of the effectiveness of the fire fighting efforts.
89 - ARFS effective
890 - Date of inspection
891 - Mon sys funtioning
892 - Supporting evidence
893 - Prop serial
894 - ATA chapter involved
895 - Prop position
896 - Prop involvement
897 - Estimated thrust loss
898 - Nr birds hit
899 - Time since new
The type of the helicopter landing area, i.e. whether it is, a surface heliport, a heliport on an elevated building or a helideck on a ship.
9 - Landing area type
Information on the installation of Electronic Flight Instrument System.
90 - EFIS
900 - Time since overhaul
901 - Time since inspection
902 - Cycles since new
903 - Cycles since overh
904 - Cycles since insp
905 - Date of manufacturing
906 - Date of overhaul
907 - Date repair/insp
908 - Mon sys funtioning
909 - Supporting evidence
The status of the ELB-A, ELT: whether it worked as designed or why it did not work. ELT - Emergency locator transmitter. A generic term describing equipment which broadcast distinctive signals on designated frequencies and, depending on application, may be automatically activated by impact or be manually activated. An ELT may be any of the following: Automatic fixed ELT (ELT (AF)). An automatically activated ELT which is permanently attached to an aircraft. Automatic portable ELT (ELT (AP)). An automatically activated ELT which is rigidly attached to an aircraft but readily removable from the aircraft. Automatic deployable ELT (ELT (AD)). An ELT which is rigidly attached to an aircraft and which is automatically deployed and activated by impact, and, in some cases, also by hydrostatic sensors. Provision for manual deployment is also made. Survival ELT (ELT (S)). An ELT which is removable from an aircraft, stowed so as to facilitate its ready use in an emergency, and manually activated by survivors. ICAO Annex 6.
91 - ELB-A, ELT status
Information on the electronic landing aids used by this aircraft in this landing. This includes ground based aids as well as GPS (global positioning system).
92 - Electr landing aids
The elevation of the terrain where aircraft came to rest [in metres]. Elevation. The vertical distance of a point or a level, on or affixed to the surface of the earth, measured from mean sea level.
93 - Elevation terrain
The verticaal speed of the aircraft at the time of the first event.
932 - Vertical speed
939 - Risk method
Information indicating whether the helicopter emergency floatation system was effective.
94 - Resulting state
Normalized numerical risk level. Possible values between 0 and 100.
940 - Risk level
This attribute is to be used by the risk grading applet to store various methodology specific parameters in an XML structure.
941 - Risk container
The status of the runway - whether it was open or closed.
942 - Runway status
When the value "student" is selected in attribute 357 "ATM person's category", here you can select the category of the ATM person who has trained the student.
943 - Student of
A configuration where functions in sectors / combined sectors are consolidated and performed at one working position
944 - Single-manned Sector Operation (SSO)
Hazardous engine effects
945 - Hazard. eng effect
946 - Hazardous prop effects
Information whether active flow control was performed
947 - Active flow control performed
Information on whether the air traffic management controller incident stress management programme was accepted by ATCO
948 - CISM accepted
The reason why the air traffic management controller incident stress management programme was not accepted by the ATCO.
949 - Reason CISM not accepted
Information whether the helicopter emergency float inflated, inflated then deflated or did not inflate.
95 - Floatation inflation
Information whether an helicopter emergency floatation system was installed.
96 - Floatation installed
Information to determine whether the emergency lighting system of the aircraft was functioning.
97 - Functioning
The time it took to evacuate all persons from the aircraft measured from the time that the evacuation started until it was complete. N.B. Evacuation means the leaving of the aircraft through approved exits and using approved means following the aircraft evacuation procedure. Escape from the wreckage through breaks in the fuselage is not what is meant by "evacuation".
98 - Escape time
The types of extinguishing agent used by the rescue fire services on the aerodrome.
99 - Ext agent type
The identification of the aerodrome/helicopter landing area by name, location and status.
1 - Aerodrome General
Air Navigation Service Provider or ATS Unit information.
10 - Air Navigation Service
To record the history of any modifications to the entry of the occurrence in the database.
11 - DB History
Descriptive factor subject, modifier and justification.
12 - Descriptive Factor
Information on the engines : number of cycles or hours of the engines involved. Not only used for failure of the engines, but whenever at hand.
13 - Engine
The sequence of events in chronological order.
14 - Events
Explanatory factor with person/organisation, subject, modifier and justification.
15 - Explanatory Factor
Flight crew licenses, type, validity and ratings.
16 - Flight Crew Licenses
Flight crew member information.
17 - Flight Crew Member
The floatation devices and their effectiveness.
18 - Floatation Devices
Ground proximity warning system and reaction in controlled flight into terrain.
19 - GPWS warning and reaction in CFIT
The aerodrome weather reports (in an aeronautical meteorological code).
2 - Aerodrome Weather Reports
Incapacitation information.
20 - Incapacitation
To record the history of any modifications to the entry of the occurrence.
21 - Modifications
The language used and text of the narrative.
22 - Narrative
The subject and text of the note.
23 - Note
General information and classification of the occurrence.
24 - Occurrence
Other Personnel on board information.
25 - Other Personnel on board
Detailed information on specific aircraft parts, e.g. emanating from maintenance organisations.
26 - Part Information
The potential factors and safety issues (potential descriptive factors).
27 - Potential Factors and Safety Issues
Precipitation and other weather phenomena characteristics.
28 - Precipitation and Other Weather Phenomena
Information on the propeller involved. Note: This does not imply that there was necessarily a failure or malfunction of the propeller.
29 - Propeller
Information on the type of airspace related to the occurrence.
3 - Air Space
Runway information and description.
31 - Runway
Information on the search difficulties, method and results.
32 - Search Difficulties, Method and Time
Sector related information.
33 - Sector
Separation general information.
34 - Separation
Separation between aircraft.
35 - Separation Aircraft
Type and quality of traffic information provided in a loss of separation.
36 - Separation Traffic Info Type Quality
Weather briefing information.
37 - Weather Briefing
Information on the aircraft identification and description.
4 - Aircraft
The other devices on the aircraft that record data, e.g. the quick access recorder, the global positioning system, the flight management system, etc...
42 - Other Aircraft Recording Devices
Information on the description of the dangeous goods (type, packaging, quantity, shipping information, etc)
43 - Dangerous Goods
The Human Error in European Air Traffic Management.
44 - HERA Error
Set of administrative attributes that includes occurrence objects, sending and receiving entities, receiving date.
46 - Occurrence History
General information related to the runway incursion.
47 - Runway Incursion
Information on the aerodrome vehicle involved in the occurrence.
48 - Vehicle
The potential factors and safety issues (potential explanatory factors).
49 - Potential Explanatory Factor
Information on aircraft fire suppression system, extinguishing agent and their effectiveness.
5 - Aircraft Fire Suppression
The area(s) of concern covered by the safety recommendation. It contains a Recommendation Data Link.
51 - Recommendation
52 - Contextual Condition
Reporting history
53 - Reporting history
Other personnel on ground
54 - Personnel on ground
Foreign Object
55 - Foreign Object
PiggyBack
56 - PiggyBack
57 - CUSTOM-1
58 - CUSTOM-2
Risk Assessment
59 - Risk Assessment
ATM endorsements, type and validity.
6 - ATM endorsements
ATM ratings, type and validity.
7 - ATM ratings
The devices on the ATS unit that record data.
8 - ATM recording devices
ATM staff information.
9 - ATM staff
3 - Not applicable
Air/ Ground Radio Unauthorised Transmission
99011911 - Air/ Ground Radio Unauthorised Transmission
4 - None
Usage Notes: • Includes ATC facility/personnel failure/degradation, CNS service failure/degradation, procedures, policies, and standards • Examples include, NAVAID outage, NAVAID service error, controller error, Supervisor error, ATC computer failure, Radar failure, and navigation satellite failure • Occurrences do not necessarily involve an aircraft. NOTE: ATM includes all of the facilities, equipment, personnel, and procedures involved in the provision of state-approved Air Traffic Services.
25 - ATM: ATM/CNS
The class of the occurrence has not been determined.
500 - Not determined
5 - No effect
98 - None
Czech Republic
63 - Czech Republic
The record is based on, or contains information corresponding to the level of information in the initial notification of an accident or incident provided in accordance with ICAO Annex 13, Chapter 4. Format and content: The notification shall be in plain language and contain as much of the following information as is readily available, but its dispatch shall not be delayed due to the lack of complete information: a) for accidents the identifying abbreviation ACCID, for serious incidents INCID; b) manufacturer, model, nationality and registration marks, and serial number of the aircraft; c) name of owner, operator and hirer, if any, of the aircraft; d) name of the pilot-in-command, and nationality of crew and passengers; e) date and time (local time or UTC) of the accident or serious incident; f) last point of departure and point of intended landing of the aircraft; g) position of the aircraft with reference to some easily defined geographical point and latitude and longitude; h) number of crew and passengers; aboard, killed and seriously injured; others, killed and seriously injured; i) description of the accident or serious incident and the extent of damage to the aircraft so far as is known; j) an indication to what extent the investigation will be conducted or is proposed to be delegated by the State of Occurrence; k) physical characteristics of the accident or serious incident area, as well as an indication of access difficulties or special requirements to reach the site; l) identification of the originating authority and means to contact the investigator-in-charge and the accident investigation authority of the State of Occurrence at any time; and m) presence and description of dangerous goods on board the aircraft.
5 - Initial notification
2 - No
ÚSTAV PRO ODBORNÉ ZJIŠTOVÁNÍ PRÍCIN LETECKÝCH NEHOD Beranových 130 199 01 Letnany - Praha 9 Czech Republic http://www.uzpln.cz/
1046 - AAII
Czech Republic (ATNS)
4006 - ATNS
The language was Czech.
12 - Czech
998998 - Other
The location of the occurrence on the aerodrome was other than those listed above.
2 - Other
RCOM LKPR - Na FREQ 132,890 velmi silné rušení. Frekvence odpojena v 17:26. Podle oznámení z ITS v 17:31 v pořádku, z důvodu silnějšího provozu a rozdání jiné frekvence na okolní stanoviště a sektory nebylo možno ihned prověřit. Prověřeno během dalších 20 minut provozu, zatím bez závad.
ACC Praha
RCOM LKPR - Rušení FREQ 132,890.