ENR 1.14 AIR TRAFFIC INCIDENTS

1.14.1 Definition of air traffic incidents

1.14.1.1. "Air traffic incident" is used to mean a serious occurrence specifically related to the provision of air traffic services, such as:
  1. aircraft proximity (AIRPROX);
  2. serious difficulty resulting in a hazard to aircraft caused, for example, by:
    1. faulty procedures
    2. non-compliance with procedures, or
    3. failure of ground facilities.

1.14.1.1.1 Definitions for aircraft proximity and AIRPROX.

Aircraft proximity . A situation in which, in the opinion of the pilot or the air traffic services personnel, the distance between aircraft, as well as their relative positions and speed, has been such that the safety of the aircraft involved may have been compromised. Aircraft proximity is classified as follows:
 
Risk of collision. The risk classification of aircraft proximity in which serious risk of collision has existed.
Safety not assured. The risk classification of aircraft proximity in which the safety of the aircraft may have been compromised.
No risk of collision. The risk classification of aircraft proximity in which no risk of collision has existed.
Risk not determined. The risk classification of aircraft proximity in which insufficient information was available to determine the risk involved, or inconclusive or conflicting evidence precluded such determination.
 
AIRPROX . The code word used in an air traffic incident report to designate aircraft proximity.

1.14.1.1.2 Air traffic incidents are designated and identified in reports as follows:

Type Designation
Air traffic incident Incident
as a) above AIRPROX (aircraft proximity)
as b) 1) and 2) above Procedure
as b) 3) above Facility
 

1.14.2 Use of the "Air Traffic Incident Report Form"

The Air Traffic Incident Report Form ( see model on pages ENR 1.14-2 to 1.14-6) is intended for use:
  1. by a pilot for filing a report on an air traffic incident after arrival or for confirming a report made initially by radio during flight.
     
    Note : The form, if available on board, may also be of use in providing a pattern for making the initial report in flight.
     
  2. by an ATS unit for recording an air traffic incident report received by radio, telephone or teleprinter.
     
    Note : The form may be used as the format for the text of a message to be transmitted over the AFS network.

1.14.3 Reporting procedures (including in-flight procedures)

1.14.3.1. The following are the procedures to be followed by a pilot who is or has been involved in an incident:
  1. during flight, use the appropriate air/ground frequency for reporting an incident of major significance, particularly if it involves other aircraft, so as to permit the facts to be ascertained immediately;
  2. as promptly as possible after landing, submit a completed Air Traffic Incident Report Form
    1. for confirming a report of an incident made initially as in a) above, or for making the initial report on such an incident if it had not been possible to report it by radio;
    2. for reporting an incident which did not require immediate notification at the time of occurrence.
1.14.3.2. An initial report made by radio should contain the following information:
  1. aircraft identification;
  2. type of incident, e.g. aircraft proximity;
  3. the incident; 1. A) and b); 2. A), b), c), d), n); 3. a), b), c), i); 4. A), b);
  4. miscellaneous: 1. E).
1.14.3.3. The confirmatory report on an incident of major significance initially reported by radio or the initial report on any other incident should be submitted to:
  • the Aviation Investigation Bureau (AIB) of Saudi Arabia; and
  • the Aviation Standards Sector of the General Authority of Civil Aviation, Jeddah or to the ATS Reporting Office of the aerodrome of first landing for submission to Aviation Standards Sector

The pilot should complete the Air Traffic Incident Report Form, supplementing the details of the initial reports as necessary.

Note : Where there is no ATS Reporting Office, the report may be submitted to another ATS unit.
1.14.3.4. Instructions to be followed in the event of an air traffic incident or other aviation occurrence are found in GEN 1.6.

1.14.4 Purpose of reporting and handling of the form

1.14.4.1. The purpose of the reporting of aircraft proximity incidents and their investigation is to promote the safety of aircraft. The degree of risk involved in an aircraft proximity incident should be determined in the incident investigation and classified as "risk of collision", "safety not assured", "no risk of collision" or "risk not determined".
1.14.4.2. The purpose of the form is to provide investigatory authorities with as complete information on an air traffic incident as possible and to enable them to report back, with the least possible delay to the pilot or operator concerned, the result of the investigation of the incident and, if appropriate, the remedial action taken.

Instructions for the completion of the Air Traffic Incident Report Form

Item
A Aircraft identification of the aircraft filing the report.
B An AIRPROX report should be filed immediately by radio.
C1 Date/time UTC and position in bearing and distance from a navigation aid or in LAT/LONG.
C2 Information regarding aircraft filing the report, tick as necessary.
C2 c) E.g. FL 350/1 013 HPA or 2 500 FT/QNH 1 007 HPA or 1 200 FT/QFE 998 HPA.
C3 Information regarding the other aircraft involved.
C4 Passing distance - state units used.
C6 Attach additional papers as required. The diagrams may be used to show aircraft's positions.
D1 f) State name of ATS unit and date/time in UTC.
D1 g) Date and time in UTC.
E2 Include details of ATS unit such as service provided, radiotelephony frequency, SSR Codes assigned and altimeter setting.
Use diagram to show the aircraft's position and attach additional papers as required.
 

1.14.5 INSTRUCTIONS TO BE FOLLOWED IN THE EVENT OF A REPORTABLE AVIATION OCCURRENCE IN THE KINGDOM OF SAUDI ARABIA

Refer to GEN 1.6

1.14.6 DEFINE OF NAVIGATION ERROR

1.14.6.1. Core Error - A navigation error of more than 5 NM based on the requirement for RNAV 5 certified aircraft to remain within ± 5 NM for 95% of the flight time (95% containment).
1.14.6.2. Category 1 Error - A navigation error of 8 NM or more based on the requirement for RNP 5 certified aircraft to remain within ± 7.5 NM for 99.5% of the flight time (99.5% containment).

1.14.7 NAVIGATION MONITORING

1.14.7.1. Monitoring of navigation errors is a join responsibility between the operators, the State of Registry or State of Operator and ATC providers.
1.14.7.2. Monitoring shall be based on radar observations by air traffic controllers at established facilities.
1.14.7.3. When a controller observes a lateral deviation of more than 5 NM, the pilot of the aircraft will be advised and assistance provided, if required, to gain the appropriate track centerline.

1.14.8 NAVIGATION ERROR REPORTING

1.14.8.1. When a controller observes a lateral deviation of more than 5 NM, the controller shall report the deviation by filling Part 1 of the Navigation Error Report Form to be completed, for reporting purposes.
1.14.8.2. If the observed deviation was greater than 5 NM but less than 8 NM, no investigation is required, however the deviation report will be forwarded to the Central Monitoring Agency.
1.14.8.3. When a controller observes a lateral deviation of 8 NM or more, the controller will immediately advise the pilot, using the following phraseology:
ATC OBSERVES A TRACK ERROR OF (NUMBER OF MILES) LEFT/RIGHT. BE ADVISED THAT A GROSS NAVIGATION ERROR REPORT WILL BE FILED".
1.14.8.4. When a deviation of more than 8 NM is observed, ATC will forward a copy of the Navigation Error Report Form to the appropriate Regulatory Authority, who will initiate investigation of the error in accordance with prescribed procedures.
1.14.8.5. Where the aircraft is off track as the result of an ATC approved diversion i.e., due to weather, no notification of the deviation needs to be submitted.
1.14.8.6. The Regulatory Authority shall forward copies of the Navigation Error Investigation Form to the aircraft operator and the State of Registry of the aircraft or the State of the Operator, as appropriate.
1.14.8.7. In addition, the copy for the aircraft operator shall be sent with a covering letter, requiring the operator to complete the navigation Error Investigation Form and to provide reasons for the error.

1.14.9 INVESTIGATION PROCEDURES

1.14.9.1. The investigation of notifiable errors is a joint responsibility of the operator, the Regulatory Authority (depending on the airspace in which the error occurred) and the State of Registry or the State of Operator of the aircraft.
1.14.9.2. The initial investigation shall be undertaken by the operator, who is responsible for supplying all data and comments needed to complete the Navigation Error Investigation Form. The complete reports are to be returned by the operator to the appropriate Regulatory Authority.