曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
estimated to exceed $25,000 for repair (including
materials and labor) or fair market value in the event
of total loss, whichever is less.
g)For large multi−engine aircraft (more than
12,500 pounds maximum certificated takeoff
weight):
1)Inflight failure of electrical systems which
requires the sustained use of an emergency bus
powered by a back−up source such as a battery,
auxiliary power unit, or air−driven generator to retain
flight control or essential instruments.
2)Inflight failure of hydraulic systems that
results in sustained reliance on the sole remaining
hydraulic or mechanical system for movement of
flight control surfaces.
3)Sustained loss of the power or thrust
produced by two or more engines.
4)An evacuation of aircraft in which an
emergency egress system is utilized.
2.1.1.2An aircraft is overdue and is believed to have
been involved in an accident.
ENR 1.16−2 AIP
15 MAR 07 United States of America
Nineteenth Edition Federal Aviation Administration
2.2Manner of Notification
2.2.1The most expeditious method of notification to
the NTSB by the operator will be determined by the
circumstances existing at the time. The NTSB has
advised that any of the following would be
considered examples of the type of notification that
would be acceptable:
2.2.1.1Direct telephone notification.
2.2.1.2Telegraphic notification.
2.2.1.3Notification to the FAA who would in turn
notify the NTSB by direct communication; i.e.,
dispatch or telephone.
2.3Items to be Reported
2.3.1The notification required above shall contain
the following information, if available:
2.3.1.1Type, nationality, and registration marks of
the aircraft.
2.3.1.2Name of owner and operator of the aircraft.
2.3.1.3Name of the pilot−in−command.
2.3.1.4Date and time of the accident.
2.3.1.5Last point of departure and point of intended
landing of the aircraft.
2.3.1.6Position of the aircraft with reference to
some easily defined geographical point.
2.3.1.7Number of persons aboard, number killed,
and number seriously injured.
2.3.1.8Nature of the accident or incident, the
weather, and the extent of damage to the aircraft, so
far as is known.
2.3.1.9A description of any explosives, radioactive
materials, or other dangerous articles carried.
2.4Follow−up Reports
2.4.1The operator shall file a report on NTSB
Form6120.1 or 6120.2, available from the NTSB
Field Offices, or the NTSB, Washington, D.C. 20594:
2.4.1.1Within ten days after an accident.
2.4.1.2When, after seven days, an overdue aircraft
is still missing.
2.4.1.3A report on an incident for which notification
is required as described in paragraph 2.1 shall be filed
only as requested by an authorized representative of
the NTSB.
2.4.2Each crewmember, if physically able at the
time the report is submitted, shall attach a statement
setting forth the facts, conditions and circumstances
relating to the accident or occurrence as they
appeared. If the crewmember is incapacitated, the
statement shall be submitted as soon as physically
possible.
2.5Where to File the Reports
2.5.1The operator of an aircraft shall file with the
field office of the NTSB nearest the accident or
incident any report required by this section.
2.5.2The NTSB field offices are listed under U.S.
Government in the telephone directories in the
following cities: Anchorage, Alaska; Atlanta,
Georgia; Chicago, Illinois; Denver, Colorado; Fort
Worth, Texas; Los Angeles, California; Miami,
Florida; Parsippany, New Jersey; and Seattle,
Washington.
3. Near Midair Collision Reporting
3.1Purpose and Data Uses.The primary purpose
of the Near Midair Collision (NMAC) Reporting
Program is to provide information for use in
enhancing the safety and efficiency of the National
Airspace System. Data obtained from NMAC reports
are used by the FAA to improve the quality of FAA
services to users and to develop programs, policies,
and procedures aimed at the reduction of NMAC
occurrences. All NMAC reports are thoroughly
investigated by Flight Standards Facilities in
coordination with Air Traffic Facilities. Data from
these investigations are transmitted to FAA Headquarters
in Washington, D.C., where they are
compiled and analyzed, and where safety programs
and recommendations are developed.
3.2Definition.A near midair collision is defined as
an incident associated with the operation of an
aircraft in which a possibility of collision occurs as a
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