8900.1 CHG 769



Section 1  Accident Investigations

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7-1    REPORTING SYSTEM. Use Safety Assurance System (SAS) Activity Recording (AR) and the following activity codes:

A.    Operations: 1702, 1703, 1761.

B.    Maintenance: 3702, 3703, 3761.

C.    Avionics: 5702, 5703, 5761.

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7-2    OBJECTIVE. This section provides guidance for the task of investigating and reporting accidents.

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7-3    GENERAL. This volume supplements Federal Aviation Administration (FAA) Order 8020.11, Aircraft Accident and Incident Notification, Investigation, and Reporting.

A.    Flight Standards Service (FS) Offices. For the purposes of this section, the term “responsible Flight Standards office” will be used to describe Flight Standards District Offices (FSDO), certificate management offices (CMO), and International Field Offices (IFO). The terms “you” and “your” refer to the FS personnel assigned to the task (i.e., assigned resource). The terms “we” and “our” refer to all FAA personnel.

B.    Investigations. There are various objectives for investigations.

1)    System Safety. In accordance with Title 49 of the United States Code (49 U.S.C.) § 40113 and consistent with Order 8020.11, the FAA conducts investigations concerning aviation safety. You must investigate events to ensure they are recorded and evaluated, and that action is taken to prevent similar events to the extent practical and feasible.
2)    Regulatory Compliance. FAA Order 2150.3, FAA Compliance and Enforcement Program, requires all apparent regulatory violations to be investigated. You must investigate these events to collect all evidence that tends to prove or disprove an apparent violation, or that tends to show whether a person is qualified to hold FAA-issued certificates, ratings, approvals, authorizations, licenses, or permits. If the evidence is sufficient to prove a violation, you must select the appropriate action in accordance with Volume 14 and Order 2150.3, specifically compliance, administrative, or legal enforcement action.
3)    Integrated Oversight Philosophy (IOP). FAA Order 8000.72, FAA Integrated Oversight Philosophy; FAA Order 8000.373, Federal Aviation Administration Compliance Program; and Volume 14, Chapter 1, Section 2 promote Root Cause Analysis (RCA). Identifying the root cause provides insight into how to effectively address a regulatory noncompliance, or other deviation from safety standards. This allows the individual or entity to most effectively return full compliance and precludes reoccurrence of a future pilot deviation (PD).

C.    Correlation Between an Occurrence, an Accident, and an Incident. All events will be considered occurrences until you can classify an event as an accident or incident. This allows for an assessment of the risk and investigation of the facts for an accurate classification of the event without generating unnecessary reports. Regardless of how the event is ultimately classified, you must take appropriate action to address deviations from regulations or other standards in accordance with Order 2150.3, chapter 5.

D.    Standards of Professionalism. We must perform investigations professionally using interdependence, critical thinking, and consistency. See Volume 1, Chapter 3, Section 2, paragraph 1-177 for additional guidance.

E.    Just Culture. Our actions must be fair, reasonable, and just. We must consider all circumstances relating to the event under investigation. Errors must be identified, reported, and analyzed in a nonblaming manner so that appropriate remedial or system-wide corrective action can be taken based on the specific facts and circumstances of each event. See Volume 1, Chapter 3, Section 2, paragraph 1-177 and Volume 14, Chapter 1, Section 1, paragraph 14‑1‑1‑11 for additional guidance.

7-4    DEFINITIONS. Refer to Title 49 of the Code of Federal Regulations (49 CFR) part 830, §§ 830.2 and 830.5 for additional information.

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A.    Aircraft Accident. An occurrence associated with the operation of an aircraft that:

    Takes place between the time the first person boards the aircraft with the intention of flight and the time the last person has disembarked;

    Results in death or serious injury; or

    Causes substantial damage to the aircraft.

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B.    Unmanned Aircraft Accident. An occurrence associated with the operation of any public or civil Unmanned Aircraft System (UAS) that takes place between the time that the system is activated with the purpose of flight and the time that the system is deactivated at the conclusion of its mission, in which:

    Any person suffers death or serious injury; or

    The aircraft has a maximum gross takeoff weight (MGTOW) of 300 pounds or greater and sustains substantial damage.

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Note:  The National Transportation Safety Board (NTSB) definition of an accident (refer to 49 CFR § 830.2) is the definition of a UAS accident for FAA investigation purposes. UAS events that do not meet the NTSB definition should be investigated as occurrences or incidents. For UAS investigation information, refer to 14 CFR part 107, and Volume 16, Chapter 4, Sections 6 and 7 and Chapter 5, Section 3.

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Note:  The accident reporting requirements for UAS operated under part 107, also applicable to public and civil Certificate of Waiver or Authorization (CoW/A) holders, are described in part 107, § 107.9. These reporting requirements are separate from the investigation definitions above. The reporting of a UAS event does not automatically classify it as an accident.

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C.    Aircraft Incident. An occurrence, other than an accident, associated with the operation of an aircraft that affects or could affect the safety of operations. While this definition is broad, 49 CFR § 830.5 contains a listing of serious incidents for which the NTSB specifically requires incident reports from aircraft operators.

D.    Serious Injury. A serious injury is any injury that:

    Requires hospitalization for more than 48 hours, within 7 days from the date an injury was received;

    Results in a fracture of any bone (except simple fractures of fingers, toes, or nose);

    Causes severe hemorrhages and/or nerve, muscle, or tendon damage;

    Involves second- or third-degree burns, or burns affecting more than 5 percent of the body surface; and

    Involves damage to any internal organ.

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E.    Substantial Damage. Substantial damage is a damage or failure that adversely affects the structural strength, performance, or flight characteristics of the aircraft, and would normally require major repair or replacement of the affected component. You must consider all aspects of 49 CFR § 830.2 before making a final “substantial damage” determination that would classify the occurrence as an accident.


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A.    NTSB Responsibility. The NTSB and the FAA are both governed by 49 U.S.C. The NTSB is responsible for conducting investigations into each civil aircraft accident in the United States and is the agency assigned to execute the U.S. Government’s responsibilities under the International Civil Aviation Organization (ICAO) Annex 13, Aircraft Accident and Incident Investigation. The products of an NTSB investigation are findings, conclusions, a statement of probable cause, and, as appropriate, recommendations.

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B.    FAA Responsibilities in the NAS. The FAA is responsible for promoting civil aviation safety in U.S. sovereign airspace and in international airspace delegated to the FAA for provision of Air Traffic Services (ATS). The FAA is also responsible for promoting safety of civil U.S. aircraft and operators regardless of where they fly. Refer to 49 U.S.C. § 44701. The Administrator achieves this by promulgating, inspecting, investigating, and enforcing regulatory compliance, among other methods. Title 49 U.S.C. § 1132(c) requires the NTSB to provide for the participation of the Secretary of Transportation in the investigation of an aircraft accident when participation is necessary to carry out the duties and powers of the Secretary. NTSB regulations applicable to aviation investigation procedures can be found in 49 CFR part 831, §§ 831.1 through 831.22.

1)    General Responsibilities. There are two general responsibilities of the FAA pertinent to aircraft accidents and incidents. These responsibilities are as follows:
a)    To ensure that all facts and circumstances leading to the accident are recorded and evaluated, and that action is taken to prevent similar accidents.
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b)    To conduct investigations to determine involvement in any of the FAA’s nine areas of responsibility (refer to Order 8020.11, chapter 2).
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2)    Flight Standards Response to Accidents. While the NTSB officially investigates all civil aircraft accidents and issues a report for each aircraft accident under its jurisdiction, the NTSB often does not travel to the accident scene due to its limited investigator resources. In those cases, the FAA inspector-in-charge (IIC) responding to the accident represents the FAA and, as a party to the NTSB investigation, will share information with the NTSB IIC, as required by 49 U.S.C. § 1121(a)(3) and 49 CFR §§ 831.5 and 831.21.
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C.    Other Parties. In accordance with 49 CFR §§ 831.11 and Order 8020.11, other parties outside the NTSB and the FAA may participate in the investigation of an accident. It is important that all personnel involved with the accident investigation be aware of the other parties and their teams in order to establish communication channels for obtaining and exchanging information.

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7-6    ACCIDENT NOTIFICATION. Normally, the responsible Flight Standards office is made aware of aircraft accidents through the Regional Operations Center (ROC); however, any FAA employee who becomes aware of an accident through other means will report the accident to the nearest air traffic facility (such as an air route traffic control center, an airport, a terminal facility, or Flight Service). The facility will initiate FAA Form 8020-9, Aircraft Accident/Incident Preliminary Notice, and will make the appropriate notifications (including notification to the ROC). The ROC will notify the responsible Flight Standards office for the accident. Depending on the nature of the accident, the ROC will coordinate a conference telephone call between the NTSB, the FAA, and the air traffic facility initiating the notification. During this initial conversation, you should do the following:

    Be prepared to copy initial information from the air traffic representative. This will be the information provided on FAA Form 8020-9.

    If the accident involves a certificate holder (CH) or commercial operator, contact the responsible Flight Standards office for the operator so they can ensure that their operator complies with their drug and alcohol testing program.

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    Request that the air traffic data be prepared and sent to the responsible Flight Standards office.

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    Determine if the accident involves an FAA airplane. Refer to the Flight Program Operations web page at https://my.faa.gov/org/linebusiness/ato/flight_program.html, and select FAA Order 4040.9, FAA Aircraft Management Program.

7-7    UNMANNED AIRCRAFT SYSTEMS (UAS). When completing FAA Form 8020-23, FAA Accident/Incident Report, to report a UAS accident or incident, see Volume 16, Chapter 4. If contact with local law enforcement is necessary, the FAA requires inspectors to coordinate with the Office of Security and Hazardous Materials Safety (ASH) Law Enforcement Assistance Program (LEAP) Special Agent in their area. The FAA designates LEAP agents as the law enforcement liaison. LEAP agents can assist with UAS registration searches and law enforcement statements or reports. For questions, email LEAP@faa.gov.

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A.    Prerequisites:

    Knowledge of the regulatory requirements of 14 CFR;

    Completion of the appropriate on-the-job training (OJT) (e.g., GA JTA 1.1.1 (OP) Investigate a Non-Delegated Accident or AT JTA 1.1.1 (AW) Conduct an Accident Investigation, etc.); and

    For FAA IIC qualifications, refer to Order 8020.11.

B.    Coordination. This task may require coordination with unit supervisors, the ROC, Flight Service, Accident Investigation Division (AVP-100) Air Safety Investigators, NTSB investigators, and various other offices and lines of business (LOB).

1)    Post-Accident Assistance Team (PAAT). The manager of the affected division or the responsible Flight Standards office may contact the Safety Analysis and Promotion Division (AFS-900) manager regarding the need for a PAAT. The PAAT is available to assist the responsible Flight Standards office in the event of a fatal accident involving a 14 CFR part 121 air carrier CH. When an accident occurs, the responsible Flight Standards office will experience an increase in demand and workload, along with a high volume of requests for information, often for a period of days or weeks. Responsible Flight Standards office staffing may not allow for the timely accommodation and coordination of these demands while continuing to accomplish the required day-to-day activities necessary for effective oversight of the CH(s) assigned to the office. A PAAT can provide immediate, temporary resources and provide assistance to the office by managing informational demands resulting from an accident. The PAAT will report to the responsible Flight Standards office manager, interface only with FAA personnel, and function in a supporting role only. The PAAT will not conduct an internal evaluation or independent investigation.
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2)     Indicates new/changed information.The FAA IIC. For the purposes of this section, the term “FAA IIC” will be used to describe an FAA aviation safety inspector (ASI) assigned by the responsible Flight Standards office to supervise and coordinate all FAA participants in an accident or incident investigation. The term also applies to an AVP-100 Air Safety Investigator that is serving in the capacity of IIC. FAA IICs and NTSB investigators have duties and responsibilities outlined in Order 8020.11 and 49 CFR § 831.8. Refer to Order 8020.11, Chapter 3, FAA Investigation Guidelines, for complete details.
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3)    Accident Investigation Division (AVP-100). AVP-100 determines whether they or FS will investigate an accident. If AVP-100 decides to send its own personnel, the FS FAA IIC will remain on the scene to provide support and assistance until relieved by the AVP-100 FAA IIC. FAA involvement with NTSB investigations of accidents and incidents of national or international attention will normally be handled by AVP‑100.
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4)    Special Circumstances. You may encounter special circumstances during an investigation. Consult with AVP-100 if you encounter any question concerning the FAA’s authority to investigate. For example, there is a requirement for the U.S. military to provide for the participation of the Secretary of Transportation (delegated to the Administrator) in the investigation of an aircraft accident in which a duty of the Secretary may be involved. This could include the involvement of an air traffic facility operated by the FAA, or an accident involving an aircraft that is similar to an FAA type-certificated aircraft (e.g., a United States Air Force (USAF) C-37A, a derivative of the Gulfstream G-V). Another example would be investigation of an accident involving a U.S.-registered aircraft holding an FAA Airworthiness Certificate operated by a military service of the United States (e.g., a U.S. Army TH‑67/Bell 206B helicopter).
5)    FAA Employee Representation During the NTSB Interview. If the NTSB requests to interview an FAA employee, promptly notify the Litigation and General Law Division (AGC-400) and AVP-100 of the request. AGC-400 is responsible for briefing FAA witnesses and can act as the employee’s representative during the interview.

7-9    REFERENCES, FORMS, AND JOB AIDS (current editions).

A.    References:

1)    The Code of Federal Regulations (CFR):
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    Title 14 CFR Chapter 1.

    Title 49 CFR Parts 830 and 831.

2)    Order 8900.1:

    Volume 6, Chapter 1, Section 6, Alcohol or Drug Testing of Flight Crewmembers.

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    Volume 7, Investigation.

    Volume 11, Flight Standards Programs.

    Volume 12, International Aviation.

    Volume 14, Compliance and Enforcement.

    Volume 16, Unmanned Aircraft Systems.

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3)    Other Documents:

    FAA Order 1270.1, Freedom of Information Act Program (FOIA).

    FAA Order 2150.3, FAA Compliance and Enforcement Program.

    FAA Order 8020.11, Aircraft Accident and Incident Notification, Investigation, and Reporting.

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    Advisory Circular (AC) 00-58, Voluntary Disclosure Reporting Program.

    AC 107-2, Small Unmanned Aircraft System (Small UAS).

    AC 120-66, Aviation Safety Action Program.

    Responsible Flight Standards office procedures.

    Flight Standards Administrative Manual (FSAM).

B.    Forms. Refer to Order 8020.11, Appendix A, for a complete listing.

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    FAA Form 8020-2, Aircraft/Parts Identification and Release Tag.

    FAA Form 8020-3, Facility Accident/Incident Notification Record.

    FAA Form 8020-9, Aircraft Accident/Incident Preliminary Notice.

    FAA Form 8020-11, Incident Report.

    FAA Form 8020-19, Reclassification of Aviation Incident Report.

    FAA Form 8020-23, FAA Accident/Incident Report.

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C.    Job Aids. Accident/Incident Go-Kit and FAA-issued Footwear.

7-10    FAA INVESTIGATIONS. You may involve local resources, one or more FS offices, or participation from other FAA LOBs, services, or offices. The responsibility for coordinating the level of FAA involvement rests with the FAA IIC.

A.    Nine Responsibilities of the FAA. Order 8020.11 lists nine specific responsibilities in all accident investigations conducted by the FAA. The FAA investigations must determine whether the following were factors in the accident:

1)    The performance of FAA facilities or functions;
2)    The performance of non-FAA-owned and operated air traffic control (ATC) facilities or Navigational Aids (NAVAID);
3)    The airworthiness of FAA-certified aircraft;
4)    The competency of FAA-certified airmen, air agencies, commercial operators, or air carriers;
5)    The adequacy of the Code of Federal Regulations (CFR);
6)    The airport certification safety standards or operations involved;
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7)    The airport security standards or operations involved (if you observe or are notified of a possible security incident, report the occurrence to the local Transportation Security Administration (TSA) office);
8)    The airman medical qualifications involved; and/or
9)    There was an apparent violation of 14 CFR.
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B.    Parallel Investigation. The preferred method of conducting a concurrent and parallel investigation with the NTSB is for FS to assign a resource other than the FAA IIC to conduct the FAA investigation. If resource availability does not permit this, then the FAA IIC will both assist the NTSB and represent the FAA.

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Note:  The FAA should not initiate compliance or enforcement action until the NTSB has completed the field investigation. Exceptions can be made to address immediate safety concerns, such as an emergency revocation of a certificate, operations specification (OpSpec), CoW/A, or Letter of Authorization (LOA). If any action is taken prior to completion of the NTSB field investigation, it must be coordinated with the NTSB investigator and the responsible Flight Standards division manager.

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1)    The law allows FAA and NTSB personnel to gather evidence simultaneously as long as the witness or party is aware that the information is being given to both the NTSB and the FAA separately. For example, witness interviews can be accomplished by both the NTSB and the FAA together but create their own notes, fuel samples can be gathered by each agency during the same on-scene work, or each investigator can take their own photos of the same evidence.
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2)    During any investigation, there may be times when the FAA IIC needs information not required by the NTSB (e.g., if an investigation reveals that a flightcrew deviated from a regulation, or a CH violated an approved management specification (MSpec)). In such an event, the FAA IIC will refer to Volume 14, Chapter 1 to determine the appropriate response by the FAA. The FAA IIC is required to gather sufficient evidence to prove or disprove the apparent noncompliance, even if that evidence is not required by the NTSB to determine the probable cause of the accident. In gathering that evidence, the FAA IIC will coordinate with the NTSB to ensure such actions do not adversely affect the NTSB investigation.
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3)    Because of the separation of the NTSB from the FAA, when the FAA collects evidence for use against a pilot, CH, or commercial operator, there must be no question in the mind of the person from whom the evidence is being requested that the FAA is not working under the direction of the NTSB. For example, witness or crewmember statements should never be written on NTSB forms.


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A.    Availability to the FAA IIC. PIs (i.e., Principal Operations Inspectors (POI), Principal Maintenance Inspectors (PMI), and Principal Avionics Inspectors (PAI)) assigned to a CH or commercial operator involved in an accident must be available to the FAA IIC as soon as possible after notification of the accident. The FAA IIC is responsible for determining the extent of the PI’s involvement with the investigation. This decision will be made by the FAA IIC after consulting with the PI, the responsible Flight Standards division or office manager, and/or other appropriate divisions as necessary.

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Note:  The FAA IIC should avoid using a PI for investigations involving that inspector’s assigned CHs or operators, if possible. If the PI is asked to provide a written statement or participate in an oral interview for the NTSB investigation, notify AGC-400 of the request. Under NTSB rules, witnesses are allowed to have representation, including counsel, if desired by the FAA witness.

B.    Post-Accident Drug and Alcohol Testing. The PI, as applicable, will also notify the CH or commercial operator to ensure they comply with their drug and alcohol testing program. (Refer to 14 CFR part 120.)

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NOTE:  In situations where drug and/or alcohol tests cannot be conducted under the air carrier’s Department of Transportation (DOT)/FAA-mandated testing program, you may only obtain a drug and/or alcohol test by asking state or local law enforcement officers to request such a test. FS is responsible for conducting the investigation and notifying the Office of Aerospace Medicine, Medical Specialties Division (AAM-200), 202-267-8035, of an airman who has a positive drug test result, alcohol violation, or a refusal to submit to a test administered by law enforcement personnel (see Volume 6, Chapter 1, Section 6).

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7-12    FLIGHT STANDARDS PERSONNEL ASSIGNMENT. After being notified of an accident, the responsible Flight Standards office will designate an FAA IIC. This individual may act in different roles and perform different functions during the course of an accident investigation. This individual will continue to act as the FAA IIC until relieved by another FS FAA IIC, or relieved by an AVP-100 Air Safety Investigator who will serve as the FAA IIC.

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A.    FAA IIC Duties. FS personnel are usually at the scene of the accident prior to the arrival of either the NTSB or AVP-100 and should follow the guidelines in Order 8020.11. The FAA IIC supervises and coordinates all FAA participation in an accident or incident investigation conducted by the NTSB or the military services. Refer to Order 8020.11, Chapter 3 for a list of FAA IIC responsibilities.

B.    FAA Coordinator. This job title is used by the NTSB and the military services when referring to the FAA IIC.

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C.    FAA Participants. FAA participants consist of FAA personnel assigned to assist the FAA IIC and the NTSB. The FAA participants report to the FAA IIC for their group assignments under the NTSB group chairman when NTSB groups are formed and directly to the FAA IIC when conducting FAA investigations.


A.    Obtaining Documentation. For investigations conducted by the NTSB or the FAA, the FAA IIC is responsible for obtaining a copy of completed accident reports prepared by the NTSB. The FAA IIC then includes any FAA attachments, except for autopsy reports (which are opinions), and completes FAA Form 8020-23 for distribution per Order 8020.11. If the FAA IIC becomes aware of any duplicate reports, he or she will bring these to the attention of his or her manager.

NOTE:    If obtained by the FAA IIC, autopsy reports are sent (unfolded) to the NTSB IIC in an envelope marked “FOR OFFICIAL USE ONLY.” These reports should be kept in a separate envelope in the office accident file. For additional details, refer to Order 8020.11.

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Note:  If duplicate reports exist between FS offices, the resolution will be worked out at the division level so that only one FAA Form 8020-23 will be distributed for the same aircraft accident. See Volume 7, Chapter 1, Section 2, subparagraph 7-35C for determination of the responsible Flight Standards office.

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B.    Completing FAA Form 8020-23. The result of an FAA accident or incident investigation is FAA Form 8020-23. In that report, the FAA IIC makes a determination whether any of the FAA’s nine responsibilities were deficient or a factor in the event. In addition, the completed FAA Form 8020-23 contains the FAA IIC’s identification of actions planned or initiated. These actions include no action, counseling, the issuance of an FAA Safety Recommendation, reexamination of a CH under 49 U.S.C. § 44709, the issuance of a Service Difficulty Report (SDR) or Malfunction or Defect Report, or other action that the FAA IIC may identify. For example, FAA Safety Recommendations issued as a result of an accident or incident investigation have initiated rulemaking actions, issuance of Airworthiness Directives (AD), and revision of policies, standards, and procedures.

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Note:  If a regulatory noncompliance is discovered as a result of the investigation, the Compliance Action Decision Process (CADP) in Volume 14, Chapter 1, Section 2 should be followed. A discrete selection for CA is not included on FAA Form 8020-23. If you intend to take a CA to address a regulatory issue discovered as a result of the investigation, select the “Other” box in FAA Form 8020-23, and describe the CA activity.

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C.    Submitting Reports. The manager of the responsible Flight Standards office, after conducting their review, submits FAA Form 8020-23 by selecting “Submit” in Air Traffic Quality Assurance (ATQA). The completed form will be made available through the Accident Incident Data System (AIDS).

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7-14    SAS. SAS will be used to track FAA conducted investigations and the activities of FAA personnel during the course of NTSB accident investigations.

A.    Add a Task to the SAS Office Workload List (OWL). Your manager must add a new Task in SAS through the “Planning [Module 2]” menu, “Office Workload List (OWL)” (refer to Q-Card Q2-06 in the SAS Resource Guide (SRG)).

1)    Under “Select Task Type,” select “Investigation Tracking.”
2)    Under “Task Code/Title,” select “ACC - Accident.”
3)    The “Subject” should read: “Accident - Initial Assessment” or a similarly worded statement.
4)    The “Name/Description” should be the full Comprehensive Electronic Data Analysis and Reporting (CEDAR) Mandatory Occurrence Report (MOR) number (e.g., DCA‑M‑2021/07/22-0001), the full NTSB investigation number, or the investigation number assigned by your office.
5)    Enter the “Date Known” and “Date of Event” based on available information.
6)    Enter a “Due Date” that is 90 calendar-days from the date of the event.
7)    Ensure all fields are appropriately completed prior to saving the Task. Submit the Task and then resource the Task.

Note:  The assigned resource must trigger a SAS AR record from within the SAS investigative tracking Task. This will link the SAS AR record to the Task. Refer to Q-Card Q2-07 in the SRG.

B.    Investigation. You must follow the process described in this subparagraph.

1)    Initial SAS Actions. Avoid contacting the pilot/owner/operator referenced in the occurrence notification until you can determine, based solely on the information in the report and/or Air Traffic Organization (ATO) data, that the event appears to be an accident.
a)    Review the preliminary occurrence information, including relevant ATO data attached to a CEDAR MOR, investigative documents, and/or other reports.
b)    Complete the following in SAS:

1.    In the Task, under the “Enter Common Data Fields” tab, enter the first 14 digits of the associated CEDAR MOR number (e.g., DCAM2021072201 versus DCA‑M‑2021/07/22-0001) for the ATQA number and investigation number. Otherwise, enter the full NTSB investigation number, or the investigation number assigned by your office. Enter data in the remaining fields, if known.

2.    In the Task’s “Perform” tab, add a comment describing the event.

3.    Attach any necessary or relevant documents.

4.    Trigger a SAS AR record and select the appropriate 14 CFR part, the appropriate activity code (e.g., 1702, 3703, etc.), and enter a description, if desired. You may change the activity code later if needed.

5.    Select the applicable SAS AR record from the Task’s “Activity Code/Title” tab, which will take you to the “Enter Common Data Fields” tab of the SAS AR record.

6.    Enter the first 14 digits of the associated CEDAR MOR number (e.g., DCAM2021072201 versus DCA-M-2021/07/22-0001) for the occurrence or incident number. Otherwise, enter the full NTSB investigation number, or the investigation number assigned by your office. Complete the remaining fields where possible, and save your work.

c)    See Volume 16, Chapter 1, Section 4, Paragraph 16-1-4-5, Reporting System(s), for more information about completing a SAS AR record for UAS investigations.
2)    Actions if an Accident is Determined. In general, refer to the policy and procedures in this volume, Volume 14, and Order 8020.11. Complete FAA Form 8020-23, carefully following its instructions in ATQA. Close the SAS AR record.
a)    Add a comment describing the event, and include comments describing the results of the investigation; and,
b)    Add a comment with recommendations addressing trends and associated systemic corrective action(s), if applicable.
3)    Actions if an Accident is not Determined. Refer to the applicable chapter and procedures in this volume.

7-15    TASK OUTCOMES. Successful completion of this task results in identification and mitigation of risk within the NAS. This may occur through one or more of the following:

    No action or reclassification of the accident;

    Administrative action against a pilot or CH;

    Remedial training or counseling of a pilot or other CH, a change to a CH’s training program, or other CAs;

    Legal enforcement action against a pilot or CH;

    Reexamination under 49 U.S.C. § 44709;

    Airworthiness or avionics inspections to determine if any defective equipment caused the event and if it has been repaired or replaced, and if the pilot made a malfunction report in accordance with § 91.187;

    SAS impacts could include Certificate Holder Assessment Tool (CHAT) updates, data collection, and/or Action Item Tracking Tool (AITT) updates;

    FAA Safety Recommendations;

    Issuance of an SDR or Malfunction or Defect Report; or

    Issuance of an AD.

7-16    FUTURE ACTIVITIES. As required to proactively address risk.

RESERVED. Paragraphs 7-17 through 7-30.