Schedule A
[See rule 2 (29)]
SERIOUS INCIDENTS

The incidents listed are typical examples of incidents that are likely to be serious incidents and the list is not exhaustive and only serves as guidance to the definition of serious incident.

(a) Near collisions requiring an avoidance maneuver to avoid a collision or an unsafe situation or when an avoidance action would have been appropriate.
(b) Collisions not classified as accidents.
(c) Controlled flight into terrain only marginally avoided.
(d) Aborted take-offs on a closed or engaged runway, on a taxiway (excluding authorised operations by helicopters) or unassigned runway.
(e) Take-offs from a closed or engaged runway, from a taxiway (excluding authorised operations by helicopters) or unassigned runway.
(f) Landings or attempted landings on a closed or engaged runway, on a taxiway or unassigned runway.
(g) Gross failures to achieve predicted performance during take-off or initial climb.
(g) Fires or smoke in the cockpit, in the passenger compartment, in cargo compartments or engine fires, even though such fires were extinguished by the use of extinguishing agents.
(i) Events requiring the emergency use of oxygen by the flight crew.
(j) Aircraft structural failures or engine disintegrations, including uncontained turbine engine failures, not classified as an accident.
(k) Multiple malfunctions of one or more aircraft systems seriously affecting the operation of the aircraft.
(l) Flight crew incapacitation in flight.
(m) Fuel quantity level or distribution situations requiring the declaration of an emergency by the pilot, such as insufficient fuel, fuel exhaustion, fuel starvation, or inability to use all usable fuel on board.
(n) Runway incursions classified with severity A. The Manual on the Prevention of Runway Incursions (Doc 9870) contains information on the severity classifications.
(o) Take-off or landing incidents and incidents such as under-shooting, overrunning or running off the side of runways.
(p) System failures, weather phenomena, operations outside the approved flight envelope or other occurrences which caused or could have caused difficulties controlling the aircraft.
(q) Failures of more than one system in a redundancy system mandatory for flight guidance and navigation.
(r) The unintentional or, as an emergency measure, the intentional release of a slung load or any other load carried external to the aircraft.

Schedule B
[See rule 2 (a)]
GUIDANCE FOR DETERMINATION OF AIRCRAFT DAMAGE

1. If an engine separates from an aircraft, the event is categorized as an accident even if damage is confined to the engine.
2. A loss of engine cowls (fan or core) or reverser components which does not result in further damage to the aircraft is not considered an accident.
3. Occurrences where compressor or turbine blades or other engine internal components are ejected through the engine tail pipe are not considered an accident.
4. A collapsed or missing radome is not considered an accident unless there is related substantial damage in other structures or systems.
5. Missing flap, slat and other lift augmenting devices, winglets, etc., that are permitted for dispatch under the configuration deviation list (CDL) are not considered to be an accident.
6. Retraction of a landing gear leg, or wheels-up landing, resulting in skin abrasion only, and if the aircraft can be safely dispatched after minor repairs, or patching, and subsequently undergoes more extensive work to effect a permanent repair, then the occurrence would not be classified as an accident.
7. If the structural damage is such that the aircraft depressurises, cannot be pressurised, the occurrence is categorised as an accident.
8. The removal of components for inspection following an occurrence, such as the precautionary removal of an undercarriage leg following a low-speed runway excursion, while involving considerable work, is not considered an accident unless significant damage is found.
9. Occurrences that involve an emergency evacuation are not counted as an accident unless someone receives serious injuries or the aircraft as otherwise sustained significant damage

Note 1.- Regarding aircraft damage which adversely affects the structural strength, performance or flight characteristics, the aircraft may have landed safely, but cannot be safely dispatched on a further sector without repair.


Note 2.- If the aircraft can be safely dispatched after minor repairs and subsequently undergoes more extensive work to effect a permanent repair, then the occurrence would not be classified as an accident; likewise, if the aircraft can be dispatched under the CDL with the affected component removed, missing or inoperative, the repair would not be considered as a major repair and consequently the occurrence would not be considered an accident.


Note 3.- The cost of repairs, or estimated loss, such as provided by insurance companies may provide an indication of the damage sustained but should not be used as the sole guide as to whether the damage is sufficient to count the occurrence as an accident; likewise, an aircraft may be considered a “hull loss” because it is uneconomic to repair, without it having incurred sufficient damage to be classified as an accident.


[a] Amended by G.S.R. No. 338 (E) dated 28th March 2018