8/15/19 3/15/07 7/16/20 AIM  7110.65R CHG 2 AIM 2. An aircraft is overdue and is believed to have been involved in an accident. 1. The most expeditious method of notification to the NTSB by the operator will be determined by the circumstances existing at that time. The NTSB has advised that any of the following would be considered examples of the type of notification that would be acceptable: (a) Direct telephone notification. (b) Telegraphic notification. (c) Notification to the FAA who would in turn notify the NTSB by direct communication; i.e., dis- patch or telephone. c. Items to be Included in Notification. The notification required above must contain the following information, if available: 1. Type, nationality, and registration marks of the aircraft. 2. Name of owner and operator of the aircraft. 3. Name of the pilot-in-command. 4. Date and time of the accident, or incident. 5. Last point of departure, and point of intended landing of the aircraft. 6. Position of the aircraft with reference to some easily defined geographical point. 7. Number of persons aboard, number killed, and number seriously injured. 8. Nature of the accident, or incident, the weather, and the extent of damage to the aircraft so far as is known; and (c) A report on an incident for which notification is required as described in subpara- graph a(1) must be filed only as requested by an authorized representative of the NTSB. 2. Each crewmember, if physically able at the time the report is submitted, must attach a statement setting forth the facts, conditions, and circumstances relating to the accident or incident as they appeared. If the crewmember is incapacitated, a statement must be submitted as soon as physically possible. 1. The operator of an aircraft must file with the NTSB Field Office nearest the accident or incident any report required by this section. 2. The NTSB Field Offices are listed under U.S. Government in the telephone directories in the following cities: Anchorage, AK; Atlanta, GA; Chicago, IL; Denver, CO; Fort Worth, TX; Los Angeles, CA; Miami, FL; Parsippany, NJ; Seattle, WA. a. Purpose 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 Head- quarters in Washington, DC, where they are compiled and analyzed, and where safety programs and recommendations are developed. b. Definition. 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 result of proximity of less than 500 feet to another aircraft, or a report is received from a pilot or a flight crew member stating that a collision hazard existed between two or more aircraft. c. Reporting Responsibility. It is the responsi- bility of the pilot and/or flight crew to determine whether a near midair collision did actually occur and, if so, to initiate a NMAC report. Be specific, as 1. The operator must file a report on NTSB Form 6120.1 or 6120.2, available from NTSB Field Offices or from the NTSB, Washington, DC, 20594: (a) Within 10 days after an accident; (b) When, after 7 days, an overdue aircraft is still missing; 9. A description of any explosives, radioactive materials, or other dangerous articles carried. d. Follow − up Reports. 7 − 7 − 3. Near Midair Collision Reporting e. Where to File the Reports. b. Manner of Notification. 7 − 7 − 2 Safety, Accident, and Hazard Reports