1 - Aerodrome latitude
The latitude of the aerodrome reference point. Aerodrome reference point: The designated geographical location of an aerodrome.
10 - Aerodrome type
The type of aerodrome, whether this is a land or water aerodrome.
100 - Fatal, cabin crew
The total number of fatally injured cabin crew on this aircraft.
101 - Fatal, burns
The total number of fatal injuries on this aircraft caused by burns.
102 - Fatal, drowning
The total number of persons on this aircraft who drowned.
103 - Fatal, fumes or gasses
The total number of persons on this aircraft who were fatally injured by gases produced in the accident sequence.
1036 - STCA predicted alerting
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.
1037 - STCA predicted installed
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.
1038 - STCA predicted reaction
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.
1039 - MSAW predicted alerting
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.
104 - Fatal, impact
The total number of persons on this aircraft who were fatally injured by the trauma received in the accident.
1040 - MSAW predicted installed
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.
1041 - MSAW predicted reaction
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.
1042 - APM alerting
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 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)
1044 - APM reaction
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)
1045 - Remarks about licenses
Documentation of type and scope of license limitation(s).
1046 - Remarks about ATC ratings
1047 - Remarks about instructor endorsements
1048 - Remarks about competence/examiner endorsements
1049 - Applicability SES performance scheme
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.
105 - Fatal, other reasons
The total number of persons on this aircraft who were fatally injured by causes excluding impact, fire, gases, shock/exposure and drowning.
1051 - Origin of goods
The origin of goods is information on the source of the dangerous goods in terms of its location.
1052 - Air Waybill/ Consignment
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.
1053 - Shipper name
The shipper name is the name of the organization responsible for the shipping of the goods.
1054 - Total number of packages
The total number of packages in the individual consignment under the specific Air Waybill or Consignment Number.
1055 - Subsidiary risk
1056 - Type of outer packaging
1057 - Packing group/ Class 7
1058 - Number of inner packages
1059 - Type of inner packaging
106 - Fatal, shock/exposure
The total number of persons on this aircraft who were died from shock or exposure.
1060 - Quantity per inner pack.
The quantity per inner packaging
1061 - A/c conspicuity – Prim. radar
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.
1062 - A/c conspicuity – Sec. 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.
1063 - Vertical profile
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).
1064 - Parties informed
Parties which were notified on the occurrence by the reporter
1065 - Risk classification
Internal risk classification of the reporting organisation
1066 - Risk methodology
Internal risk classification methodology used by the reporting organisation
1067 - Analysis / follow up
Details on the analysis development and follow up.
1068 - Risk assessment
Details on the risk assessment done
1069 - Corrective actions
Details on the actions proposed/done
107 - Fatal, unknown reasons
The total number of persons on this aircraft who were killed by unknown causes.
1070 - Conclusions
Details on the conclusions for the organisation
1071 - Tracking sheet number
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
1072 - Detection phase
Phase when the occurrence or finding was detected
1074 - Ground severity
The Severity Result for ATM Ground from the Risk Analysis Tool (RAT)
1075 - Ground repeatability
The repeatability results for ATM Ground from the Risk Analysis Tool (RAT)
1077 - Overall severity
The Severity Result for ATM Overall from the Risk Analysis Tool (RAT)
1078 - Overall repeatability
The Repeatability Result for ATM Overall from the Risk Analysis Tool (RAT)
108 - Fatal, Co-Pilot
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.
1080 - Spec./Tech. severity
The Severity Result for ATM Specific/ Technical from the Risk Analysis Tool (RAT)
1081 - Spec./Tech. repeatability
The Repeatability Result for ATM Specific/Technical from the Risk Analysis Tool (RAT)
1083 - Rotorcraft mass group
Rotorcraft specific mass group, for rotorcraft use this attribute and attribute 319 - Mass group.
1084 - Report version
Version of the report provided by the individual or organisation to facilitate the management of follow up reporting post analysis
1085 - Other report inform.
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
1086 - Export control
The export rating restricting the access to the data in the report due to international export controls
1087 - Authority occ. closure
Closing statement from the Competent Authority on the occurrence
1088 - Aviation sector
1089 - Risk confidence
The confidence level of the risk score and methodology.
109 - Fatal, crew total
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.
1090 - Annex 2 a/c type
1091 - Reporter’s language
1092 - Reporter’s description
11 - Report type
The type of weather report related to the aerodrome.
110 - Fatal, other flight crew
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.
111 - Fatal, passengers
The total number of fatally injured passengers on this aircraft.
112 - Fatal, pilot
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.
113 - Other fatalities on a/c
The persons fatally injured by an aircraft accident or incident other than the aircraft's crew or passengers.
114 - Total number fatalities
The total number of persons fatally injured on board the aircraft. For the definition of “fatal” see “fatal” under injury level.
115 - Fatal, unknown
The number of unidentified persons who were fatally injured.
116 - FDR recovery
Information on the recovery of the flight data recorder.
117 - Filed flight rules
The filed flight rules, e.g. IFR or VFR.
118 - Filed traffic type
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).
119 - Category published
Aerodrome category for rescue and fire fighting is explained under entry for RFS provided. ICAO Annex 14. This describes the category that was published.
12 - Report validity
Information whether the aerodrome weather report was available, valid or not valid.
120 - Flight number
The flight number used for airline operations.
121 - Flight phase
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.
122 - Floatation time
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.
123 - Weather info phase
The flight phase of the aircraft for which the meteorological information is provided.
124 - Fuel source
The source of the fuel that fed the fire.
125 - Recommended type
The recommended fuel type for this engine.
126 - Type used
The type of fuel used on this flight.
127 - Weather conditions
The general weather conditions in the area of the occurrence e.g. VMC, IMC or unknown.
128 - GNSS installed
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.
129 - Dang goods involved
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.
13 - Airspace class
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.
130 - GPWS installed
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.
131 - GPWS operated
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.
132 - GPWS required
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.
133 - GPWS type/mark
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.
134 - GPWS warning given
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.
135 - Evacuation hampered
Provide a list of all the impediments to the evacuation regardless of whether or not the evacuation was successful.
136 - Rel direction to swell
For landing on water. Landing/take-off heading related to swell, e.g. across, along, diagonally across or no swell.
137 - HUD installed
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.
138 - HUD used
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.
139 - Headwind loss
The amount of negative windshear experienced in knots or km/h. Wind is the air motion relative to the earth's surface.
14 - Airspace name
The name of the airspace.
140 - Height of cloud base
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.
141 - Hot microphone
Information whether a cockpit voice recorder "hot", i.e. permanently recording, microphone was installed.
142 - Icing intensity
The intensity of the icing conditions encountered.
143 - Ignition source
The ignition source of the fire.
144 - Initial location
The initial location of the fire.
145 - Number of cabin crew
The total number of cabin crew members on board of this aircraft
146 - Number of Co-Pilots
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.
147 - Number of crew
The total number of crew members on board of this aircraft.
148 - Number of other flight 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.
149 - Number of passengers
The total number of passengers on board of this aircraft.
15 - Airspace type
The type of the airspace, e.g. a danger area, a prohibited area or a terminal control area.
150 - Number of PIC
Total number of pilots-in-command on board of this aircraft. By definition, this should be 1.
151 - Number of other persons
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).
152 - Total number of persons
Total number of persons on board the aircraft.
153 - Number of persons unknown category
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.
154 - Injuries unknown cabin crew
The total number of cabin crew sustaining unknown injuries on this aircraft.
155 - Injuries unknown co-pilot
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.
156 - Injuries unknown crew total
The total number of crew sustaining unknown injuries on this aircraft.
157 - Injuries unknown other flight crew
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.
158 - Injuries unknown passengers
The total number of passengers sustaining unknown injuries on this aircraft.
159 - Injuries unknown pilot
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.
16 - FIR/UIR name
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)
160 - Unknown other injuries on a/c
Total number of unknown injured persons affected by an aircraft accident or incident other than the aircraft's crew or passengers.
161 - Total number unknown injuries
Total number of persons with unknown injures on board the aircraft.
162 - Injuries unknown
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.
163 - Installation
The information whether an emergency lighting system was installed on the aircraft.
164 - Instr. land. proc.
Instrument landing procedure, e.g. straight in, circling or side-step.
165 - Instrument appr type
The type of instrument approach, e.g. ILS complete or MLS.
166 - Landing gear type
The type of landing gear installed on this aircraft, e.g. fixed, skis or floats.
167 - Last departure point
The aerodrome or place from which the flight originated.
168 - Light conditions
The light conditions at the time of the occurrence.
169 - FDR location
The location where the flight data recorder was installed in the aircraft.
17 - Special activities
Special activities in an airspace include airshows, parachuting, gliding, calibration flight, training flights and military exercises.
170 - Wreckage location
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.
171 - CVR location
The location in the aircraft where the cockpit voice recorder had been installed.
172 - Landing location
The general description of the location of a landing, to capture whether the landing was on/off an aerodrome or on water etc.
173 - Locating method
The method by which the wreckage site was found.
174 - Maintenance docs
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.
175 - Maximum t/o mass
The maximum permissible take-off mass of the aircraft according to the Certificate of Airworthiness, the flight manual or other official document.
176 - Maximum gust
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.
177 - Weather report
The aviation routine weather report (in aeronautical meteorological code). can be entered in this section in free text.
178 - Microburst
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".
179 - Minima call-out made
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.
180 - Minor injuries-cabin crew
The total number of cabin crew on this aircraft sustaining minor injuries.
181 - Minor injuries-co-pilot
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.
182 - Minor injuries-crew total
The total number of flight crew members on this aircraft sustaining minor injuries.
183 - Minor injuries-other crew
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.
184 - Minor injuries-passengers
The total number of passengers on this aircraft sustaining minor injuries.
185 - Minor injuries-pilot
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".
186 - Minor other injuries on a/c
Total number of minor injured persons affected by an aircraft accident or incident other than the aircraft's crew or passengers.
187 - Total number minor injuries
Total number of persons with minor injuries on board the aircraft.
188 - Minor injuries-unknown
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.
189 - Mountain wave intens
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.
19 - Validation taxonomy name
The name of the taxonomy in which the occurrence was last saved.
190 - No injuries-cabin crew
The total number of cabin crew on this aircraft that were not injured.
191 - No injuries-co-pilot
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.
192 - No injuries-crew total
The total number of crew on this aircraft that were not injured.
193 - No injuries-other flight crew
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.
194 - No injuries-passengers
The total number of passenger aircraft that were not injured.
195 - No injuries-pilot
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.
196 - No injuries - other
**** 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.
197 - Total number no injuries
Total number of persons with no injuries on board the aircraft.
198 - No injuries unknown
The total number of persons of unknown category that were not injured.
199 - Non-fatal injuries-burns
The number of survivors that were injured by burns.
2 - Aerodrome longitude
The longitude of the aerodrome reference point. Aerodrome reference point: The designated geographical location of an aerodrome.
20 - Validation taxonomy vers.
The version number of the taxonomy in which the occurrence was last saved.
201 - Non-fatal injuries-gasses
The number of survivors that were injured by fumes or gasses.
202 - Non-fatal injuries-impact
The number of survivors that were injured by impact.
203 - Non-fatal injuries-shock
The number of survivors that were injured by shock or exposure.
204 - Non-fatal injuries-other
The number of survivors that were injured by causes other than burns, fumes, gases, impact or shock/exposure.
205 - Non-fatal injuries-unknown
The number of survivors that were injured by unknown causes.
206 - Nr of restraint failures
Information on the number of restraint systems that failed on this aircraft
207 - Nr seat failures
Information on the number of seats that failed on this aircraft.
208 - Number of channels
Information on the number of channels which are recorded on the cockpit voice recorder.
209 - Number of engines
Information on the number of engines of this aircraft.
21 - Manufacturer/model
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]
210 - Number of parameters
Information on the number of parameters recorded by the flight data recorder.
211 - Persons evacuated
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".
212 - Obstructions water
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.
213 - Occ. on ground
An indication of whether the aircraft was airborne or not at the time of the occurrence.
214 - Operation type
The type of operation indicates whether this was a public transport operation (airline operation) or a general aviation flight.
215 - Operator
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).
216 - Operator type
Information on the type of general aviation operator, e.g. whether it was a rental organization, a flying club or a government agency.
217 - Pax restraint system
Information on the type of restraint system available to the passengers, e.g. a lap belt or a system with upper body restraint.
218 - Persons autopsied
Information on which categories of persons autopsies have been performed.
219 - Charts available
Information whether charts were available to the pilot-in-command.
22 - Aircraft altitude
The aircraft's altitude at the time of the occurrence. Altitude is the vertical distance of an aircraft measured from mean sea level.
220 - Altitude contours
Information whether the charts of the pilot-in-command provided minimum altitude contours.
221 - Provider
Information on the name of the provider of the charts of the pilot-in-command. Entered in free text.
222 - Terrain contours
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.
223 - Charts different
Information indicating whether the charts available to the pilot-in-command differed from those charts available to the co-pilot.
224 - Pilot altimeter type
The type of altimeter available to the pilot-in-command, e.g. counter, drum pointer, drum pointer or 3 pointer altimeter.
225 - Pilot restraint system
The availability and use of restraint systems for the pilot-in-command.
226 - Pitch angle specific
The pitch angle of the aircraft at the time of impact with the ground (in degrees).
227 - Pitch attitude
The pitch attitude of the aircraft at the time of impact with the ground, e.g. nose up, nose down or nose level.
228 - Planned destination
The place of intended landing.
229 - Wreckage position
The number, showing the position of the wreckage in relation to the runway in use, plotted on the diagram on the wreckage position page.
23 - Actual altimeter setting
The aircraft's pressure setting indicated by the altimeter.
230 - Phenomenon intensity
The intensity of the weather phenomenon.
231 - Precision appr cat
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)
232 - Propulsion type
The type of propulsion system used by this aircraft, e.g. reciprocating engine or turbo-fan engine.
233 - Ext agent quantity
The total amount of extinguishing agent expanded by the aerodrome rescue fire service.
234 - Fuel volume on board
The quantity of fuel on board the aircraft at the time of the occurrence. This information is particularly important for occurrences involving fires.
235 - Radio altimeter inst
Information indicating whether or not a radio altimeter provided in this aircraft.
237 - Reason for data loss
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.
238 - Reason RFS ineffect.
Select from menu the main reason why the aerodrome rescue fire service's fire fighting efforts were not effective.
239 - Reasons not effective
Provide the reasons why the escape chutes/escape slides were not effective.
24 - Category provided
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.
240 - Reason for data loss
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.
241 - Recording medium
The medium on which the cockpit voice recorder recorded.
242 - Recording medium
The medium on which the flight data recorder recorded.
243 - Recovery status
The recovery status of the aircraft, i.e. whether the aircraft was recovered in full, partially or not at all.
244 - Aircraft registration
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
245 - Rel wind direction
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.
246 - Relevant segment
Relevant traffic advisory system route segment.
247 - Requested altitude
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.
248 - Requested flight level
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.
249 - Requested height
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.
25 - Aircraft flight level
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.
250 - Roll angle specific
The roll angle of the aircraft at impact [in degrees].
251 - Roll attitude
Roll attitude of the aircraft at ground impact, i.e. inverted, moderate bank, slight bank, steep bank or wings level.
252 - Rwy exit at
The direction in which the aircraft left the runway.
254 - Serial number
The serial number of the aircraft (free text field).
255 - Serious injuries-cabin crew
The number of cabin crew who were seriously injured in this aircraft. For the definition of 'serious injury' see 'serious' under 'injury level'.
256 - Serious injuries-co-pilot
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'.
257 - Serious injuries crew total
The number of crew members who were seriously injured in this aircraft. For the definition of 'serious injury' see 'serious' under 'injury level'.
258 - Serious injuries-other crew
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'.
259 - Serious injuries-passengers
The number of passengers who were seriously injured in this aircraft. For the definition of 'serious injury' see 'serious' under 'injury level'.
26 - Aircraft height
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.
260 - Serious injuries-pilot
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'.
261 - Serious other injuries on a/c
Total number of seriously injured persons affected by an aircraft accident or incident other than the aircraft's crew or passengers.
262 - Total number serious injuries
The total number of persons seriously injured on board the aircraft. For the definition of 'serious injury' see 'serious' under 'injury level'.
263 - Serious injuries-unknown
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'.
264 - SID route
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.
265 - Pilot advised of SIGMET
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
266 - Cloud amount
Sky cover classification for aviation weather observations.
267 - Goggles usage
Information whether smoke goggles were used by the flight crew.
268 - Smoke hoods usage
Information whether smoke hoods were used by the flight crew.
269 - Smoke masks usage
Information whether smoke masks were used by the flight crew.
27 - Height altimeter
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.
270 - Special ATC proc
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.
271 - Impact angle specific
The angle between the flight path and the surface at impact (in degrees).
272 - Speed at impact
The speed of the aircraft at ground impact in km/h.
273 - Speed (first event)
The aircraft speed at the first event.
274 - Speed level
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.
275 - Speed measured at
Information as to where the wind speed was measured I.e. on the surface or at altitude.
276 - Type of airspeed
The type of airspeed reported in attribute 292 – airspeed - calibrated or true airspeed.
277 - SSR code
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.
278 - SSR mode
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.
279 - STAR
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.
28 - ICAO information
Additional operational information of interest to ICAO includes: off-shore operation, humanitarian operation and UN flight operation.
280 - Start phase
The phase of flight during which the fire/smoke/fumes on board this aircraft started.
281 - State of registry
State of Registry. The State on whose register the aircraft is entered.
282 - Length wreckage trail
The distance from the first ground contact made in the occurrence to the point where the aircraft came to rest.
283 - Surface type
Information on the surface type where aircraft came to rest, e.g. snow/ice, tall vegetation, open waste or built up area.
284 - Survivability
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.
285 - Availability
Information whether there was a fire warning system available in this aircraft.
286 - Operation
Information regarding the operation of the fire warning system available in this aircraft.
287 - Air temperature
The ambient air temperature.
288 - Dist to exit
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.
289 - Time to alert
The interval between the time of the occurrence and the receipt of the alert by the aerodrome rescue fire service.
29 - Current traffic type
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)
290 - Time to intervention
The time in hours from the receipt of the alert of the rescue fire service to when fire fighting operations commenced.
291 - Aircraft total time
The total time of use of this aircraft in hours.
292 - Airspeed
Airspeed at first event. Type of airspeed is reported via attribute 276 – type of airspeed
293 - Turbulence intensity
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.
294 - Turbulence type
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.
295 - Recorder type
The type of flight data recorder, whether this was an analogue or a digital recorder.
296 - Terrain type
Information on the type of terrain where the aircraft came to rest, e.g. hilly, level/flat, mountainous, rolling or water covered.
297 - Flight plan 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.
298 - Type of landing
Information whether this was other than a normal landing, e.g. a forced, a precautionary or a simulated forced landing.
299 - Phenomenon type
The type of weather phenomenon. according to World Meteorological Organization (WMO) in consort with the International Civil Aviation Organization (ICAO).
3 - Area configuration
Details on the configuration of the helicopter landing area.
30 - Break-up on impact
This provides a measure for the loss of integrity sustained by the aircraft when impacting the ground, i.e. complete, minor, none, substantial unknown.
300 - Underwater locator
Information regarding the equippage and functioning of a underwater recorder beacon (pinger) attached to the flight data recorder.
301 - Underwater locator
Information regarding the equippage and functioning of a underwater recorder beacon (pinger) attached to the cockpit voice recorder.
302 - Unspecific injuries-burns
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.
303 - Unspecific injuries-drowning
The total number unspecified injuries caused by drowning, use only when it cannot be determined whether the injuries caused by drowning were fatal.
304 - Unspecific injuries-gasses
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.
305 - Unspecific injuries-impact
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.
306 - Unspecific injuries-other
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.
307 - Unspecific injuries-shock
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.
308 - Unspecific injuries-unknown
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.
309 - VASI used
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).
31 - Break-up at ditching
This provides a measure for the loss of integrity sustained by the aircraft when impacting the water, i.e. complete, minor, none, substantial unknown.
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). The value 9999 indicates unlimited visibility.
311 - Visibility restrictions
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).
312 - Visual approach type
The type of visual approach, e.g. straight in or traffic pattern.
313 - Wake turb. category
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.
314 - Water condition
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.
315 - Water depth
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.
316 - Wave height
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.
317 - Wx briefing obtained
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.
318 - Weather forecast
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.
319 - Mass group
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.
32 - Aircraft category
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)
320 - Wind direction
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.)
321 - Wind gusts
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.
322 - Wind speed
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.)
323 - Windshear
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.
324 - W/Shear alert install
Information whether a windshear alert system was installed at the location.
325 - Location across
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.
326 - Location along
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.
327 - Year built
The year the aircraft was built.
328 - Fire suppression system effective
Information on how was effective the aircraft fire suppression system.
329 - Type of fire suppression system
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.
33 - Total cycles a/c
The total number of cycles to which this aircraft had been exposed.
330 - Type of extinguishing agent
Information on the type of extinguishing agent used in the fire suppression system installed on the aircraft.
331 - Endorsement since
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 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.
333 - Endorsement validity
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.
334 - Rating since
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.
335 - Rating validity
336 - Rating type
337 - Data usefulness
Information whether, in the judgement of the investigation, the air traffic management recorded data assisted in the investigation.
338 - ATM recording type
The types of air traffic management recording available. N.B. List each type separately.
339 - Age
The age of the air traffic management person.
340 - CISM offered
Information on whether the air traffic management controller incident stress management programme was offered.
341 - Reason CISM not offered
The reason why the air traffic management controller incident stress management programme was not offered.
342 - Controller relieved
Information on whether the air traffic management controller was relieved of his/her duties after the occurrence.
343 - Date last in position
The date on which the air traffic management person was last working in this position.
344 - Day of shift
Information on which day of the present shift the air traffic management controller was involved.
345 - Duration last break
The duration of the air traffic management person's last break before the occurrence.
346 - Duty segment
The duty segment of the air traffic management person at the time of the occurrence, e.g. first, middle or end.
347 - Duty time in position
The duty time of the air traffic management person in this position before the time of the occurrence.
348 - Time since last break
The amount of time elapsed from the time of the last break to the time of the occurrence for this air traffic management person.
349 - Duty time before
The amount of time the ATM person had been on duty before the time of the occurrence.
35 - Airworthiness cert.
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.
350 - Communication systems used
Information whether this air traffic management person used communication systems.
351 - Reason no relief
The reason why this air traffic management controller was not relieved from duty after the occurrence.
352 - License validity ATM
The validity of the license of this air traffic management person.
353 - Age of ATM license
The number of weeks, months or years since this air traffic management person obtained his/her license.
354 - Type of ATM license
The type of license held by this air traffic management person.
355 - OJTI in progress
Information whether on-the-job-training-instructor was in progress for this air traffic management person.
357 - Category
The category of this air traffic management person, e.g. area supervisor, planning controller or radar assistant.
358 - Working to
The time until which, on this day, the air traffic management person was expected to work.
359 - Yesterday to
The time until which, yesterday, the air traffic management person was expected to work.
36 - Impact angle
The angle between the flight path of the aircraft and the surface of the ground at impact e.g. high, intermediate or low.
360 - Working from
The time from which, on this day, the air traffic management person was expected to work.
361 - Yesterday from
The time from which, yesterday, the air traffic management person was expected to work.
362 - Gender
The gender of this air traffic management person.
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. 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)
364 - APW installed
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)
365 - APW reaction
366 - RIMCAS alerting
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.
367 - RIMCAS installed
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.
368 - RIMCAS reaction
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.
369 - MSAW current alerting
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.
37 - Immersion suits avail
To determine if helicopter anti-exposure/immersion suits were available to the occupants of the aircraft.
370 - MSAW current installed
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.
371 - MSAW current reaction
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.
372 - ANSP name
The name of this air navigation services provider or ATS unit.
373 - Nr. sectors defined
Number of sectors defined for this ATS unit.
374 - Nr. sectors manned
Number of sectors fuly staffed in this unit.
375 - Nr. sectors opened
The number of sectors opened in this air traffic services unit.
376 - Other grd safety net wkg
Information on the functioning of other ground based safety nets, i.e. systems other than STCA or MSAW.
377 - Other ground safety net
Information on the installation of other ground based safety nets, i.e. systems other than STCA or MSAW.
378 - Reaction-other grd safety
Information on the controller's reaction to an alarm from other ground based safety nets, i.e. systems other than STCA or MSAW.
379 - STCA current alerting
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.
38 - Immersion suits worn
To determine if helicopter anti-exposure/immersion suits were worn by the occupants of the aircraft.
380 - STCA current installed
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.
381 - STCA current reaction
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.
382 - Database access by
The last persons who accessed the database.
383 - Database access date
The date of the last access to the database.
384 - Database access type
The type of access made to the database.
385 - Descr factor subject
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.
386 - Descr modifier
Modifiers provide information on the nature of the involvement of the subject to which they relate.
387 - Manufacturer/model
Manufacturer/model of engine involved
388 - Engine cycles
Number of engine cycles at time of occurrence.
389 - Time since overhaul
Time since overhaul of the engine (Hours) at the time of occurrence
39 - Approval icing cond.
The icing conditions for which the aircraft was approved.
391 - Phase
The phase of flight that relates to the event.
392 - Expl factor subject
The area of concern or subject described in the explanatory factor.
393 - Expl factor modifier
394 - Organization/person
The person or organization to which the explanatory factor relates.
395 - Instructor rating
Information whether this flight crew member held an instructor rating.
396 - Instrument rating
Information whether this flight crew member held an instrument rating.
397 - Validity
Information on whether this flight crew member held a valid license.
398 - Ratings
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.
399 - License issued by
Information whether the license of this crew member was issued by the State of Registry of this aircraft or State of Operator.
4 - Elevation above MSL
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.
40 - Approval prec appr
Information on the precision approach category for which the aircraft was approved.
400 - License type
The type of license held by this flight crew member.
401 - Age
The age of this flight crew member in years.
402 - Category
The category of this flight crew member on this flight, e.g. pilot-in-command or co-pilot.
403 - Duty last 24 hours
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.
404 - Experience all-24 hours
The number of hours flown by this flight crew member in the 24 hours preceding this occurrence.
405 - Experience all-90 days
The number of hours flown by this flight crew member in the 90 days preceding this occurrence.
406 - Experience on a/c-24 hours
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).
407 - Experience on a/c-90 days
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).
408 - Rest before duty
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)
409 - Gender
The gender of this flight crew member.
41 - Approach errors
Information on approach errors, if any, as determined by the investigation.
410 - Experience all a/c
The number of hours flown on all aircraft categories by this flight crew member in the time preceding this occurrence.
411 - Experience this 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).
412 - Floatation effective
Use for evacuations on water only. Information on the effectiveness of the personal floatation devices.
413 - Type devices used
The type of personal floatation device used. e.g. seat cushions, slide raft, dinghy/life raft or lifejackets.
414 - Crew reaction GPWS
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.
415 - GPWS warning identified
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 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.
417 - GPWS warning/alert type
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.
418 - Person incapacitated
Category of the incapacitated person.
419 - Reason for incapacity
The reason for the incapacitation of this category of person.
42 - Approach RVR status
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.
420 - Severity of incap
The severity of incapacitation suffered by this person.
421 - Modification made by
The identification of the originator of a change.
422 - Modification date
The date the modification was embodied.
423 - Modification note
An optional explanatory note explaining the nature of the modification.
426 - Note
The content of the note.
427 - Recommendations
The area(s) of concern covered by the safety recommendation.
43 - Approach stabilized
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.
434 - Date report created
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'.
435 - Report last modified
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'.
439 - Latitude of occ
Latitude of the place of the occurrence in degrees, minutes and seconds.
44 - Person at controls
Identification of the person who was at the controls of the aircraft at the first event.
441 - Lock status
The current Occurrence status in the database.
442 - Locked/released by
The originator of the lock status.
443 - Locked/released since
The date when the record was locked/released.
444 - Longitude of occ
Longitude of the place of the occurrence in degrees, minutes and seconds.
446 - Occurrence moderator
The name of the officer responsible for the Occurrence.
448 - Damage not to a/c
Third party property damage (i.e. damage not to the aircraft) on the aerodrome.
452 - File number
The file number allocated by the responsible entity.
456 - Third party damage
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.
458 - Total fatalities
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.
459 - Total fatalities aircraft
This is the sum of fatal injuries sustained on all of the aircraft involved.
46 - ATS route name
The name of the ATS route.
461 - Total involved
Total number of people involved in the occurrence (injured or not injured on aircraft + persons injured on the ground).
464 - Total injuries-unknown
The total number of injuries sustained by unknown persons involved in the occurrence.
465 - Total injuries-unknown, aircraft
The total number of persons with unknown injuries on board of aircraft involved in the occurrence.
466 - Total injuries-unknown, ground
The total number of persons with unknown injuries on ground involved in the occurrence.
467 - Total minor injuries
The total number of persons with minor injuries involved in the occurrence.
468 - Total minor injuries-aircraft
The total number of persons with minor injuries on board the aircraft involved in the occurrence.
47 - ATS route type
The type of the air traffic services route.
470 - Total serious injuries
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.
471 - Total serious injuries-aircraft
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.
473 - Total no injuries
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.
474 - Total no injuries-aircraft
The total number of persons on board aircraft involved in the occurrence who did not sustain any injury.
475 - Total no injuries-ground
***** this field is not used.
476 - Report source
The source of the report, i.e. from investigations, voluntary reporting, media reports etc.
479 - Age
The age of the person in years.
48 - Recording quality
Information on the recording quality of the cockpit voice recorder.
480 - Experience
The experience of the person in years.
481 - License validity
The validity of the license held by this person.
482 - Category
The function/position of the other person.
483 - License rating
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.
484 - Gender
The gender of the other personnel.
485 - Part name
The name of the part/component as indicated in the illustrated parts catalogue.
486 - Part number
The part number of the involved component.
487 - Descr factor modifier
488 - Descr factor subject
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.
489 - Expl factor modifier
49 - Auto bank call
Information whether the aircraft was equipped with an automatic bank callout and whether this feature was working.
490 - Organization/person
The person or organization to which the potential explanatory factor relates.
491 - Expl factor subject
The area of concern or subject described in the potential explanatory factor.
492 - Make of propeller
The manufacturer of the aircraft propeller.
493 - Propeller model
The model of the aircraft propeller.
495 - Reporting form type
Type of reporting form used for specifying facts of an occurrence. The reference number of the report can be entered as additional text.
496 - ASDA
Where a runway is provided with a stopway, then the ASDA will include the lenght of the stopway.
497 - Braking determined by
The method by which the surface braking action was determined / estimated.
498 - Braking action
The braking action measured or estimated of the surface.
499 - Runway identifier
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.
50 - Auto altitude call
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).
500 - LDA
LDA: The length of runway which is declared available and suitable for the ground run of an aeroplane landing. ICAO Annexes 6 and 14.
501 - Runway length
Runway. A defined rectangular area on a land aerodrome prepared for the landing and take-off of aircraft.
502 - Runway category
The precision approach category for which this runway is equipped.
503 - Runway configuration
The configuration of the runway used by this aircraft.
504 - Type of deposits
Information on the presence of surface deposits.
505 - RVR start
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.
506 - Runway slope
Information on the slope of the runway.
507 - Stopway length
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
508 - Surface treatment
This provides information on the type of treatment of the surface of the runway, e.g. whether it was fully grooved or partially grooved.
509 - Surface type
This provides information on the type of surface in the take-off/landing area.
51 - Automatic landing
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.
510 - TODA
The length of the take-off run available plus the length of any clearway.
511 - TORA
The length of runway declared available and suitable for the ground run of an aeroplane taking off.
512 - Runway preparation
This provides information on runway surface preparation.
513 - Runway width
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.
514 - Search difficulties
Information on the difficulties encountered during the search. Specify as many as required.
515 - Search method
Information on the search method applied in the search, e.g. air search or sea search.
516 - Search result
Information on the result of the search, i.e. whether the search was successful or not.
517 - Search time
The number of hours that the search was conducted.
518 - Combined operation
Information whether this sector was combined with one or more other sectors
519 - Highest flight level
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.
52 - Availability ARFS
Information whether there was a rescue fire service available at this aerodrome.
520 - Lowest flight level
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.
521 - Positions manned
The number of positions manned in the sector.
522 - Positions in sector
The number of positions in this sector.
523 - Positions vacant
This attribute captures the categories of staff which were absent at the time of occurrence.
524 - Display centre radar
Display centre of sector radar.
525 - Range of radar
The range to which the sector radar was set.
526 - Sector name
The identification/name of the sector.
527 - Services provided
The services provided by sector (AIS, ATM, MET, SAR, etc.)
528 - Stress before 2nd ctlr
An Air Traffic Controller is a person authorized to provide an air traffic control service.
529 - Stress before controller
53 - Bearing rwy heading
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.
530 - Stress before investigator
Stress two hours before the occurrence in the judgement of the investigator.
531 - Stress before student
Stress two hours before the occurrence in the judgement of the student controller.
532 - Stress before super
The use of the term "supervisor" will differ between States and even between units in some States.
533 - Traffic complexity at (2nd controller)
534 - Traffic complexity at (controller)
535 - Traffic complexity at (investigator)
Traffic complexity at the time of the occurrence in the judgement of the investigator.
536 - Traffic complexity at (student)
Traffic complexity at the time of the occurrence in the judgement of the student controller.
537 - Traffic complexity at (supervisor)
538 - Traffic complexity before (2nd controller)
539 - Traffic complexity before (investigator)
Traffic complexity before the occurrence in the judgement of the investigator.
54 - Call sign
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
540 - Traffic complexity before (controller)
541 - Traffic complexity before (student)
Traffic complexity before the occurrence in the judgement of the student controller.
542 - Traffic complexity before (supervisor)
543 - Traffic density at (2nd controller)
544 - Traffic density at (controller)
545 - Traffic density at (investigator)
Traffic density at the time of the occurrence in the judgement of the investigator.
546 - Traffic density at (student)
Traffic density at the time of the occurrence in the judgement of the student controller.
547 - Traffic density at (supervisor)
548 - Traffic density before (2nd controller)
549 - Traffic density before (controller)
55 - Chute/slide ops
Information whether the chutes/slides were working as designed.
550 - Traffic density before (investigator)
Traffic density before the occurrence in the judgement of the investigator.
551 - Traffic density before (student)
Traffic density before the occurrence in the judgement of the student controller.
552 - Traffic density before (supervisor)
553 - Trfc vari before 2nd ctlr
554 - Traffic variation before (controller)
555 - Traffic variation before (investigator)
Traffic variation before the occurrence in the judgement of the investigator.
556 - Traffic variation before (student)
Traffic variation before the occurrence in the judgement of the student controller.
557 - Traffic variation before (supervisor)
558 - Workload 2nd controller
559 - Workload controller
56 - Chute/slide inst
Information whether escape chutes or slides were installed on the aircraft. This information is only relevant in case of evacuations.
560 - Workload investigator
Workload in the judgement of the investigator.
561 - Workload student
Workload in the judgement of the student controller.
562 - Workload supervisor
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.
563 - ACAS/TCAS installed
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.
565 - ATM action
Information on whether any air traffic management initiated avoidance action existed during an loss of separation incident, and whether it was adequate/late.
566 - A/c avoiding 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.
567 - Bank angle
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.
568 - Bank direction
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.
57 - Clearance validity
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.
570 - Horizontal rel mvmt
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.
571 - Initiator avoiding act
Information on who initiated the avoiding action in a case involving a loss of separation incident.
572 - Safe landing
Information on whether the aircraft landed safely after a loss of separation incident.
574 - Military a/c involved
This is used to record whether any military aircraft was involved in the loss of separationincident.
575 - Est minimum horiz sep
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.
577 - Req minimum horiz sep
The minimum horizontal separation that was prescribed at the time of the loss of separation incident.
579 - Min horiz sep rec
The minimal horizontal distance during a incident involving two aircraft as recorded by a recording system such as RADAR recording.
58 - Cleared altitude
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.
581 - Est vert separation
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.
583 - Req vert separation
The minimum vertical separation that was prescribed at the time of the loss of separation incident.
585 - Vertical sep recorded
The minimal vertical distance during a incident involving two aircraft as recorded by a recording system such as RADAR recording.
587 - Other aircraft seen
Information on whether this aircraft sighted the other aircraft involved in a loss of separation incident.
588 - Rate of closure
The rate of closure between the aircraft involved in the loss of separation incident in knots.
589 - Risk reduction ATM
Information on whether the risk of collision was reduced by the ATM action taken during a loss of separation incident
59 - Cleared alt altimeter
The altimeter setting in hPa used as the reference for the cleared altitude.
590 - Visibility restrictions
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).
591 - Risk reduction a/c
Information on whether the risk of collision was reduced by the avoiding action taken during a loss of separation incident.
593 - VMC climb/descent
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.
594 - Traffic info type
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.
595 - Traffic info quality
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.
596 - Aircraft lighting
Information on the use of aircraft lighting in a loss of separation incident.
597 - Height/altitude
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).
598 - Vertical profile of separation
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.
599 - Visual approach
Information on whether this aircraft was on a visual approach at the time of the loss of separation incident.
60 - Cleared flight level
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.
607 - Characteristics
The caracteristics of the precipitation and other weather phenomena.
608 - Subject
The subject of the note.
609 - RA geometry
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
61 - Cleared height
The aircraft cleared height at the time of the occurrence. Height is the vertical distance of the aircraft measured from a specified datum.
610 - RA type
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).
611 - Pilot response to RA
The classification of the response of the pilot to the RA, an indication whether he climbed, descended, turned, did not respond, etc.
612 - Pilot response detail
The details of the response of the pilot in avoiding action.
613 - RA Classification
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.
614 - RVR middle
615 - RVR end
616 - Sector capacity
The sector capacity expressed in Aircraft/Hour.
617 - Actual sector load
Actual sector load expressed in number of Aircrafts (this hour).
618 - Nr a/c on frequency
Aircraft on same frequency expressed in number of Aircrafts.
619 - RTF frequency
RTF Frequency
62 - Cleared height altim.
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.
620 - Flight status (STS)
Reason for special handling of flight
621 - Wind description
The wind description whether it was calm (speed) or variable (direction).
635 - Aircraft damage
The level of damage sustained by this aircraft. The highest level of damage is captured under the occurrence.
637 - Schedule type
Indicates whether this was a scheduled or non-scheduled flight.
638 - Ops range
Indicates whether this was an international or domestic flight.
639 - Date of license
The date the license was obtained (the full date could be entered).
64 - Controlling agency
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.
640 - Object damaged
The object(s) damaged by the impact of the aircraft.
642 - Source of briefing
The source of weather briefing.
643 - Parts damaged
The parts of the aicraft damaged by the bird strike
644 - Parts struck
The parts of the aircraft struck by the bird strike (but not necessarily damaged)
645 - Species description
Generally the species of birds / wildlife that were involved in the occurrence. Note: Non-bird entries (mammal, reptile) are also included there.
646 - Birds/wildlife seen
The estimated number of birds or wildlife seen.
647 - Birds/wildlife struck
The estimated number of birds/wildlife that struck the aircraft.
648 - Bird size
The estimated size of the bird (visual rendering based on average weight)
649 - Pilot advised of birds
Pilot advised of the presence of birds.
65 - Co-ord entry altitude
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).
650 - A/C out of service
The time the aircraft was out of service after an occurrence.
651 - Cost of repair
The equivalent value in Euro (converted at the rate of the day of occurrence).
652 - Loss of revenue
653 - Engine position
The position of the engine, counting from left to right, for which this information pertails.
654 - Nature of engine involvement
Nature of engine involvement
655 - Thrust loss
Estimated % of thrust loss after an engine failure.
656 - Nr of birds ingested
The estimated number of birds ingested into this engine.
657 - Serial number
The serial number of the involved component.
658 - Manufacturer
The name of the manufacturer of the part.
659 - ATA chapter number
Aircraft component and systems (descriptive factors list).
66 - Co-ord entry flt level
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.
660 - Time since new
Number of hours since new.
661 - Time since overhaul
Number of hours since overhaul.
662 - Time since inspection
Number of hours since inspection.
663 - Cycles since new
Number of cycles since new.
664 - Cycles since overhaul
Number of cycles since overhaul.
665 - Cycles since insp
Number of cycles since inspection.
666 - Date of manufacturing
The date of part manufacturing.
667 - Date of overhaul
The date of aircraft overhaul.
668 - Date repair/insp
The date of aircraft repair or inspection.
67 - Co-ord entry height
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.
670 - Monitoring sys funct
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.
671 - Supporting evidence
Any multi-media type information or pictures like sketches, photos, nameplate photos, etc.
672 - Maint. report type
The type of maintenance report, initial finding, complete report or follw-up report.
673 - Manufacturer inf
Information to indicate whether the manufacturer was informed or not.
674 - Operator informed
Information to indicate whether the operator was informed or not.
675 - Recording device type
The type of other recording device used on the aircraft.
676 - Acquisition unit
Information whether the flight data recorder was equipped with an acquisition unit.
677 - Use of the data
To indicate the type of operation(s) performed on the flight data recorder data and the type of output produced.
678 - Part number
The part number of the flight data recorder.
679 - Combined recorder
Information whether the aockpit voice recorder was a combined recorder (including a flight data recorder).
68 - Co-ord exit altitude
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).
680 - Time information
Indicates whether the time information was recorded on the cockpit voice recorder.
681 - Part number
The part number of the cockpit voice recorder.
682 - Data recovery
To indicate whether it was practicable to recover the data from the ATM recordings.
683 - Use of the data
To indicate the type of operation(s) performed on the ATM recordings data and the type of output produced.
684 - Reason for data loss
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.
685 - Recording medium
The medium on which the other recording device recorded.
686 - Data recovery
To indicate whether it was practicable to recover the data from the other recording device.
687 - Use of the data
To indicate the type of operation(s) performed on the other recording device data and the type of output produced.
688 - Dangerous good
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.
69 - Co-ord exit flt level
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.
691 - Label
The graphics representing the dangerous goods safety marks (label, placard symbols, and/or text information).
692 - Holding status
Holding procedure: A predetermined manoeuvre which keeps an aircraft within a specified airspace while awaiting further clearance.
694 - Holding entering time
The holding entering time in UTC time.
696 - ACAS/TCAS funct
Information to indicate whether airborne collision avoidance system/traffic alert and collision avoidance system was functioning as designed/as intended.
697 - Distance in time
The distance between the aircraft involved in the loss of separation incident in time period.
698 - Error description
A general description of the error.
699 - Error type
To indicate the main types of error.
7 - Aerodrome status
The status of the aerodrome, i.e. whether it is a public, private or military aerodrome.
70 - Co-ord exit height
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.
700 - Error detail
To indicate the details of the error.
701 - Error mechanism
The Information Processing level and the Error Mechanism are both dependent on the choice of Error Detail.
702 - Information processing
703 - Condition
Contextual factors describe aspects of the task that the controller was performing at the time of the error.
704 - Event justification
A text justifying the event type and phase.
705 - Desc factor justification
A text justifying the descriptive factor and modifier.
706 - Expl factor justification
A text justifying the explanatory factor.
707 - Factors justification
A text justifying the potential descriptive factor.
708 - Notification text
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
709 - Date published
The date the final report was published/released.
71 - Co-pilot altim type
The type of altimeter installed for the co-pilot: e.g. counter-drum-pointer, drum-pointer or a three pointer altimeter.
710 - Original language
The original language of the final report.
711 - Other language(s)
The other language(s) available for the final report.
712 - Investigation scope
Information on the scope of the investigation : full Annex 13, desk investigation, no investigation, etc.
713 - Investigating entity
Type of organization that carried out the investigation.
714 - Invest. delegated
An indication of whether the investigation was delegated or not.
716 - Holding leaving time
The holding leaving time in UTC time.
718 - Risk grade
The resulting risk grade for the occurrence.
72 - Co-pilot restraint system
The availability and use of restraint systems for the co-pilot.
728 - Occurrence
The occurrence embedded data.
729 - Receiving date
The date the report was received. This date is formatted according to the system short date format.
73 - Charts available
To indicate whether charts were available to the co-pilot or not.
731 - Sending entity
The name of the entity or organisation that sent the report.
732 - Receiving entity
The name of the entity or organisation that received the report.
733 - Type of vehicle
The type of aerodrome vehicle involved in the runway incursion.
734 - Vehicle call sign
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.
735 - Severity classification
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)
736 - Vert closest prox
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).
737 - Hor 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).
738 - Movement profile
Movement profile of the entity involved in the runway incursion incident, i.e. climbing, descending or on ground before any avoidance action was taken.
739 - Encounter geometry
The relative position of the aircraft or vehicle involved in a runway incursion.
74 - Altitude contours
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.
740 - Evas/corrective act
Information on the type of action taken in a runway incursion incident.
741 - Entity involved
The type(s) of entity involved in a runway incursion: aircraft, vehicle or person.
742 - Fuel mass on board
The mass / weight of fuel on board the aircraft at the time of the occurrence. This information is particularly important for occurrences involving fires.
743 - Vehicle controlled
This is used to record whether the vehicle involved in the runway incursion was being controlled by an ATS unit.
744 - Radio install/oper
Information to indicate whether radio was installed in the vehicle and was functioning.
75 - Charts provider
The name of the provider of the charts available to the co-pilot.
76 - Terrain contours
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.
77 - Crew call-out done
To indicate whether the crew did call out the aircraft's height or altitude.
771 - Positive factor
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.
78 - Crosswind component
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.
788 - Recommendation link
The Recommendation external data link.
789 - Task list
79 - Current flight rules
The flight rules under which the aircraft was operating: e.g. IFR, VFR or Special VFR.
790 - Information and equipment
791 - HERA path
792 - CC modifier
793 - Attachments
A generic object in which an electronic or multimedia file type can be stored as an Eccairs Resource Locator.
794 - Receiving file number
The file number allocated by the sending entity.
795 - Validation status
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.
796 - Extent contamination
797 - Depth of deposit
798 - Date entered
799 - Clearway length
8 - Surface type
The type of surface at the helicopter landing area. N.B. To be entered only if the occurrence involves a landing of helicopters.
80 - CVR recovery
To indicate whether the cockpit voice recorder was recovered.
802 - Report
803 - Investig report ID
Investigation report number assigned by the Investigation Authority
804 - Autopilot
Status of the auto pilot at first event.
805 - Auto throttle
Status of the auto throttle at first event.
806 - Gear position
Position of the landing gear at first event.
807 - Spoilers position
Status of the spoilers position at first event.
808 - Flaps position
Flaps position in degrees at first event.
809 - Weather radar
Status of the weather radar at first event.
81 - Data recovery
To indicate whether it was practicable to recover the data from the flight data recorder.
810 - Loc of contamination
The location of the contamination on the aerodrome.
811 - RESA length
Runway End Safety Area length
812 - RESA width
Runway End Safety Area width
813 - RESA surface type
Runway End Safety Area surface type
814 - Experience
815 - Category
816 - Time deviating FL
817 - Cleared FL after
To be indicated if different from Cleared Flight Level before deviation.
818 - Source
The Foreign Object Source
819 - Location
The location of the Foreign Object on the Aerodrome.
82 - Data usefulness
To indicate whether the data recovered from the flight data recorder were of use in the investigation.
820 - Collecting phase
The Phase when the FO was Collected.
821 - Object picture
822 - Validation date
Date the occurrence was validated by the responsible entity.
83 - Descent rate
The rate of descent of the aircraft at the time of impact with the ground, i.e. high, low or unknown.
838 - PiggyBack data
839 - PiggyBack last modified
84 - Descent speed
The speed of the aircraft at the time of impact with the ground.
840 - PiggyBack user name
841 - PiggyBack description
85 - Dew point
The temperature to which the air must be cooled to become saturated by the water vapour already present in the air.
86 - Distance threshold
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.
87 - Recording duration
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.
875 - Wx briefing type
876 - Ash cloud visible
877 - Color of ash cloud
878 - Density of ash cloud
879 - Encounter duration
88 - Duration of flight
"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.
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
89 - ARFS effective
Information of the effectiveness of the fire fighting efforts.
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
9 - Landing area type
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.
90 - EFIS
Information on the installation of Electronic Flight Instrument System.
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
91 - ELB-A, ELT status
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.
92 - Electr landing aids
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).
93 - Elevation terrain
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.
932 - Vertical speed
The verticaal speed of the aircraft at the time of the first event.
939 - Risk method
94 - Resulting state
Information indicating whether the helicopter emergency floatation system was effective.
940 - Risk level
Normalized numerical risk level. Possible values between 0 and 100.
941 - Risk container
This attribute is to be used by the risk grading applet to store various methodology specific parameters in an XML structure.
942 - Runway status
The status of the runway - whether it was open or closed.
943 - Student of
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.
944 - Single-manned Sector Operation (SSO)
A configuration where functions in sectors / combined sectors are consolidated and performed at one working position
945 - Hazard. eng effect
Hazardous engine effects
946 - Hazardous prop effects
947 - Active flow control performed
Information whether active flow control was performed
948 - CISM accepted
Information on whether the air traffic management controller incident stress management programme was accepted by ATCO
949 - Reason CISM not accepted
The reason why the air traffic management controller incident stress management programme was not accepted by the ATCO.
95 - Floatation inflation
Information whether the helicopter emergency float inflated, inflated then deflated or did not inflate.
96 - Floatation installed
Information whether an helicopter emergency floatation system was installed.
97 - Functioning
Information to determine whether the emergency lighting system of the aircraft was functioning.
98 - Escape time
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".
99 - Ext agent type
The types of extinguishing agent used by the rescue fire services on the aerodrome.
11 - DB History
To record the history of any modifications to the entry of the occurrence in the database.
12 - Descriptive Factor
Descriptive factor subject, modifier and justification.
13 - Engine
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.
15 - Explanatory Factor
Explanatory factor with person/organisation, subject, modifier and justification.
16 - Flight Crew Licenses
Flight crew licenses, type, validity and ratings.
17 - Flight Crew Member
Flight crew member information.
18 - Floatation Devices
The floatation devices and their effectiveness.
19 - GPWS warning and reaction in CFIT
Ground proximity warning system and reaction in controlled flight into terrain.
2 - Aerodrome Weather Reports
The aerodrome weather reports (in an aeronautical meteorological code).
20 - Incapacitation
Incapacitation information.
21 - Modifications
To record the history of any modifications to the entry of the occurrence.
23 - Note
The subject and text of the note.
25 - Other Personnel on board
Other Personnel on board information.
26 - Part Information
Detailed information on specific aircraft parts, e.g. emanating from maintenance organisations.
27 - Potential Factors and Safety Issues
The potential factors and safety issues (potential descriptive factors).
28 - Precipitation and Other Weather Phenomena
Precipitation and other weather phenomena characteristics.
29 - Propeller
Information on the propeller involved. Note: This does not imply that there was necessarily a failure or malfunction of the propeller.
3 - Air Space
Information on the type of airspace related to the occurrence.
31 - Runway
Runway information and description.
32 - Search Difficulties, Method and Time
Information on the search difficulties, method and results.
33 - Sector
Sector related information.
34 - Separation
Separation general information.
35 - Separation Aircraft
Separation between aircraft.
36 - Separation Traffic Info Type Quality
Type and quality of traffic information provided in a loss of separation.
37 - Weather Briefing
Weather briefing information.
4 - Aircraft
Information on the aircraft identification and description.
42 - Other Aircraft Recording Devices
The other devices on the aircraft that record data, e.g. the quick access recorder, the global positioning system, the flight management system, etc...
43 - Dangerous Goods
Information on the description of the dangeous goods (type, packaging, quantity, shipping information, etc)
44 - HERA Error
The Human Error in European Air Traffic Management.
46 - Occurrence History
Set of administrative attributes that includes occurrence objects, sending and receiving entities, receiving date.
47 - Runway Incursion
General information related to the runway incursion.
48 - Vehicle
Information on the aerodrome vehicle involved in the occurrence.
49 - Potential Explanatory Factor
The potential factors and safety issues (potential explanatory factors).
5 - Aircraft Fire Suppression
Information on aircraft fire suppression system, extinguishing agent and their effectiveness.
51 - Recommendation
The area(s) of concern covered by the safety recommendation. It contains a Recommendation Data Link.
52 - Contextual Condition
54 - Personnel on ground
Other personnel on ground
55 - Foreign Object
Foreign Object
56 - PiggyBack
PiggyBack
57 - CUSTOM-1
58 - CUSTOM-2
59 - Risk Assessment
Risk Assessment
6 - ATM endorsements
ATM endorsements, type and validity.
7 - ATM ratings
ATM ratings, type and validity.
8 - ATM recording devices
The devices on the ATS unit that record data.
9 - ATM staff
ATM staff information.
24 - Occurrence
General information and classification of the occurrence.
1073 - Ground severity applied?
The applicability of the RAT ATM Ground element of the Risk Analysis Tool (RAT).
1076 - Overall severity applied?
The applicability of the RAT ATM Overall element of the Risk Analysis Tool (RAT)
1079 - Tech. severity applied?
The applicability of the RAT ATM Specific/ Technical element of the Risk Analysis Tool (RAT)
390 - Event type
The type of event, i.e. aircraft/system/component, consequential, air navigation services, aerodrome and ground aids, CAA, other or unknown.
424 - Narrative language
The language used by the originator of the narrative.
425 - Narrative text
The text of the narrative entered by the reporter of the occurrence.
428 - ATM contribution
Information on whether and to what extent, in the judgement of the investigators, the air traffic management contributed to the occurrence.
430 - Occurrence category
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)
431 - Occurrence class
The classification of the occurrence in relation to its severity.
432 - Highest damage
The highest level of damage sustained by any aircraft involved in the occurrence
433 - Local date
The local date of the occurrence. This date is formatted according to the system short date format.
436 - Effect on ATM service
The classification of the event based on the effect it had on the air traffic management service.
438 - Report identification
The identifying file reference of the final report.
440 - Location name
Location of occurrence should be the name of the closest settled area or geographical feature.
447 - Reporting entity
The name of the entity or organisation that provided the report.
451 - Injury level
The highest level of injury sustained by any person in the occurrence.
453 - Responsible entity
The identification of the entity or organisation that is responsible for the report.
454 - State/area of occ
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.
455 - Occurrence status
The present status of the occurrence, e.g. open, initial notification, preliminary or closed.
457 - Local time
The local time of the occurrence time entered using the 24 hour clock e.g. 23:59.
460 - Total fatalities ground
The total number of fatal injuries sustained by persons on the ground.
462 - Total on board a/c
The total number of persons on board the aircraft involved in the occurrence.
463 - Total injuries-ground
The total number of persons on the ground that sustained any injury in the occurrence.
469 - Total minor injuries-ground
The total number of persons on ground involved in the occurrence with minor injuries.
472 - Total serious injuries-ground
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.
477 - UTC date
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.
478 - UTC time
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.
5 - Location indicator
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.
601 - Headline
A short message identifying the accident to the human reader.
606 - Weather relevant
An indication whether, in the view of the investigation, the weather was relevant to the occurrence.
641 - Location on aerodrome
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.
800 - Report status
801 - Reporting date
1 - Aerodrome General
The identification of the aerodrome/helicopter landing area by name, location and status.
10 - Air Navigation Service
Air Navigation Service Provider or ATS Unit information.
14 - Events
The sequence of events in chronological order.
22 - Narrative
The language used and text of the narrative.
53 - Reporting history
Reporting history
3 - Not applicable
4 - None
500 - Not determined
The class of the occurrence has not been determined.
5 - No effect
98 - None
63 - Czech Republic
Czech Republic
5 - Initial notification
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.
2 - No
1046 - AAII
ÚSTAV PRO ODBORNÉ ZJIŠTOVÁNÍ PRÍCIN LETECKÝCH NEHOD Beranových 130 199 01 Letnany - Praha 9 Czech Republic http://www.uzpln.cz/
4006 - ATNS
Czech Republic (ATNS)
12 - Czech
The language was Czech.
998998 - Other
2 - Other
The location of the occurrence on the aerodrome was other than those listed above.
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.
99011911 - Air/ Ground Radio Unauthorised Transmission
Air/ Ground Radio Unauthorised Transmission
25 - ATM: ATM/CNS
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.