1 AIRPROX Reporting - General
1.1 An AIRPROX report should be made whenever a situation occurs in which, in the opinion of a pilot or air traffic services personnel, the distance between aircraft as well as their relative positions and speed have been such that the safety of the aircraft involved may have been compromised.
2 AIRPROX in UK Airspace
2.1 The UK Airprox Board (UKAB) investigates AIRPROX that occur in UK airspace. AIRPROX reports may be initiated by pilots or air traffic services (ATS) personnel and will be co-ordinated subsequently by the UKAB. Where the event meets Mandatory Occurrence Report (MOR) criteria an MOR should also be submitted to the CAA.
3 AIRPROX Reporting Procedures
3.1 Investigations are sometimes made more difficult due to the delay caused by the correct reporting procedure not being followed; those involved may not be aware that an AIRPROX report has been filed. In some cases, it is not possible to trace the other pilot, documentation or recordings may not have been preserved, or the ATS personnel involved may not be able to recollect the incident. Radar and R/T recordings are only preserved for 30 days unless requested to be held for longer by the relevant investigating authorities. Pilots and ATS personnel are therefore reminded that the appropriate procedure for reporting an AIRPROX occurrence is as follows.
3.2
Immediate Actions - Pilots
3.2.1 Those in communication with an ATS or listening out should make an initial report of an AIRPROX as soon as practicable, by radio, to the ATS Unit that they are with. They should prefix the message with the word "AIRPROX". Such initial reports act as an important trigger to allow the ATS unit involved to preserve any information relevant to the incident, and for the controllers involved to note the circumstances of the incident for use in future investigations.
3.2.2 Those not in communication with an ATS or not listening out at the time of the AIRPROX should make an initial report, by radio, as soon as practicable on contact with the next ATS.
3.2.3 If the AIRPROX cannot be reported by radio, an initial report should be made by the pilot immediately after landing, preferably using the UKAB App (see paragraph 3.4). This also allows submission should the report be submitted from a destination outside UK airspace.
3.3
Immediate Actions - Air Traffic Services Personnel
3.3.1 Whenever ATS personnel operating within UK airspace (including the Shanwick Oceanic FIR) or airspace of another state where the provision of ATS has been delegated to the UK, initiate an AIRPROX report or receive notification of an AIRPROX from either a pilot or the UKAB, it should be submitted as an AIRPROX MOR in accordance with current MOR reporting procedures. The AIRPROX MOR should be submitted as soon as possible using a form specifically designed for AIRPROX reporting. If no such form exists contact the UKAB for advice.
3.3.2 ATS personnel initiating an AIRPROX should not notify the pilots concerned whilst they are airborne but may inform them after landing. The UKAB will initiate tracing of the pilots involved as soon as possible after receipt of the initial ATS AIRPROX report.
3.4
The AIRPROX Report
3.4.1 A formal written report should be submitted within seven days of the incident, regardless of whether it was announced on the radio at the time. This allows for more accurate recollection of the event, both for those reporting and for other parties involved once they have been traced and contacted.
3.4.2 AIRPROX reports should be submitted either by:
The UKAB App; or
CA1094 form. These should be sent to:
Email: contact@airproxboard.org.uk
Post:
Director UK AIRPROX Board, Building 59, RAF Northolt, West End Road, Ruislip, Middlesex, HA4 6NG.
UKAB will accept company reports but may request that an AIRPROX report also be submitted to ensure all required information is included.
3.4.3 All AIRPROX reports are subject to an initial review upon receipt. They will then receive thorough analysis based on the available evidence. The originator of the report and all aircraft operators and ATS agencies involved will be advised that the report has been received and that the analysis is under way. A request will be made for all those involved to submit reports of their recollections of the AIRPROX.
3.5
Military Personnel - Reporting of AIRPROX
3.5.1 Military pilots and ATS personnel should refer to the appropriate regulations within MRP RA 1410 for AIRPROX reporting through the Defence Air Safety Occurrence Report (DASOR) system within the MAA’s Air Safety Information Management System (ASIMS).
3.6
AIRPROX Report Submission
3.6.1 The most effective means of AIRPROX submission is by using the UKAB App, which is available for iOS or Android from the UKAB website: www.airproxboard.org.uk. CA1094 forms are also available from the UKAB website.
4 AIRPROX Analysis
4.1 The sole reason for assessment of AIRPROX by the UKAB is to enhance air safety by identifying associated lessons or proposing improvements in procedures and/or regulations. It is not the purpose of the UKAB to apportion blame or liability but simply to determine the factors that contributed to the AIRPROX and the risk of collision. All AIRPROX reports are published on the UKAB website at www.airproxboard.org.uk.
5 AIRPROX Assessment
5.1 Following appropriate analysis, the UKAB (a panel of civil and military pilots and air traffic services personnel from diverse aviation backgrounds) assesses each AIRPROX to determine contributory factors and the degree of risk. The UKAB may also make safety recommendations as the Board members deem appropriate.
5.2 Once each AIRPROX case is reviewed (i.e. the analysis and assessment stages have been completed), the pilots and ATS personnel involved in the AIRPROX, and their respective operating bodies, will be advised of the findings and asked to submit any factual inaccuracies prior to final release of the report. All AIRPROX reports and assessments are published at regular intervals.
Note: The conclusions reached by the UKAB have no legal significance, and the anonymity of individuals and companies involved in an AIRPROX is preserved throughout the assessment and by dis-identifying reports in the subsequent publication process.
5.3 Operators, pilots and ATS personnel who seek further information on any AIRPROX are requested to only contact the UKAB and not any other organisations involved.
6 AIRPROX in Foreign Airspace
6.1 Whilst the CAA has no authority to investigate any AIRPROX in foreign airspace, it is concerned about them particularly when UK public transport aircraft are involved. Accordingly, for these aircraft, copies of confirmatory reports made to foreign authorities and details of any response received from them are to be sent to SDD. This satisfies the MOR requirements. The CAA expects commanders/operators of the aircraft to initiate, confirm and follow through AIRPROX reports directly with the foreign authorities themselves in accordance with the appropriate national procedures. The Authority will, however, assist reporters where they have difficulty in following national procedures or in obtaining a response. Assistance may be obtained from the International Directorate, Civil Aviation Authority, 3W, Aviation House, Gatwick Airport South, West Sussex RH6 0YR (Tel: 01293-573815). The CAA may also take action of its own accord with a foreign authority on receipt of a report or follow-up where, for instance, from its knowledge of previous occurrences, it considers this necessary.
6.2
Initial Report
6.2.1 The procedure for reporting AIRPROX, as described in the appropriate State’s AIP, should be followed.
6.3
Follow Up Report
6.3.1 The State’s follow up procedure should be adhered to. In addition, a copy of the AIRPROX report on the State’s form and an MOR should be sent to SDD.
6.3.2 If there is likely to be an appreciable delay in the transmission of a report, or the AIRPROX is considered particularly serious, the report to SDD should be sent via email. The message should be prefixed AIRPROX.
6.3.3 It is essential that where the form used may apply to an AIRPROX or ATC incident, the originator clearly annotates it as an AIRPROX.
6.3.4 AIRPROX and ATC Incident occurrences involving UK public transport aircraft in foreign airspace will be published in the SDD monthly listings for the information and action, where appropriate, of other UK operators likely to use the same airspace.
6.4
Investigation of the Occurrence
6.4.1 Providing that the initial and confirmatory reporting procedure has been followed, an investigation should be carried out by the appropriate foreign authority and the commander/operator advised of the findings and any preventive action taken. When a response is received, the commander/operator should pass the details to SDD indicating whether or not they are satisfied with the outcome.
6.4.2 If the commander or operator is not satisfied and/or the CAA does not consider the outcome adequate, then further action may be taken with the authority concerned.
7 ATC Incidents
7.1
In Foreign Airspace - UK Pilots/Operators
7.1.1 The procedures in the State’s AIP should be followed.
7.1.2 The MOR should be clearly annotated ‘ATC Incident’.
7.1.3 The amount of attention accorded to incidents varies from State to State and it may be advisable on occasions to seek the assistance of the CAA in follow-up.
7.2
In UK Airspace - Foreign Pilots/Operators
7.2.1 Foreign pilots/operators may submit a report, regarding an ATC incident (which is not an AIRPROX) occurring in UK Airspace, into their own state reporting system under EU 376/2014. If an issue has been raised with the UK ANSP then the ANSP can report the event to SDD. Other states may be contacted if the SDD are made aware of the incident by UK parties.