On April 30, 1975, the FAA launch the Aviation Safety Report Program (ASRP) which was designed to encourage the identification and reporting of deficiencies and discrepancies in the National Airspace System. On August 15, 1975, the FAA and NASA signed a Memorandum of Agreement (MOA), modified on September 20, 1983 and August 13, 1987, which transferred responsibility to NASA, as a third party, to receive, process, and analyze the raw data from the reporting system. The new Aviation Safety Reporting System (ASRS) would ensure the anonymity of the reporter and of all parties involved in a reported occurrence or incident and increase the flow of information for the effective evaluation of the safety and efficiency of the system.
The purpose of the ASRS is to collect, analyze, and respond to voluntarily submitted aviation safety incident reports in order to lessen the likelihood of aviation accidents. ASRS data are used to identify deficiencies and discrepancies in the National Aviation System (NAS) so that these can be remedied by appropriate authorities; support policy formulation and planning for, and improvements to, the NAS; and strengthen the foundation of aviation human factors safety research. In addition, the ASRS uses several media to share information collected, such as its CALLBACK newsletter, its journal ASRS Direcline and through research studies. The information is also used by the FAA, NASA, and other organizations for research and promotion of aviation safety.
Although the ASRS is voluntary, the ASRS is not completely anonymous. Each report has a tear-off portion which contains the information that identifies the person submitting the report. This tear-off portion will be removed by NASA, timestamped, and returned to the reporter as a receipt. This will provide the reporter with proof that he/she filed a report on a specific incident or occurrence. Except in the case of reports describing accidents or criminal activities, no copy of an ASRS form's identification strip is created or retained for ASRS files. Section 91.25 of the Federal Aviation Regulations prohibits the use of any reports submitted to NASA under the ASRS (or information derived therefrom) in any disciplinary action, except information concerning criminal offenses or accidents.
If a voluntary report is submitted, it does not preclude individuals or operators to notify the NTSB of accidents or specific incidents. Under Title 49 Code of Federal Regulations part 830 outlines the requirements for reporting to the NTSB. Part 830.5 states the operator of any civil aircraft, or any public aircraft not operated by the agency of the United States, or any foreign aircraft shall immediately, and by the most expeditious means available, notify the nearest National Transportation Safety Board (Board) field office when:
(a) An aircraft accident or any of the following listed incidents occur:
(1) Flight control system malfunction or failure;
(2) Inability of any required flight crew member to perform normal flight duties as a result of injury or illness;
(3) Failure of structural components of a turbine engine excluding compressor and turbine blades and vanes;
(4) In-flight fire; or
(5) Aircraft collide in flight.
(6) Damage to property, other than the aircraft, estimated to exceed $25,000 for repair (including materials and labor) or fair market value in the event of total loss, whichever is less.
(7) For large multi engine aircraft (more than 12,500 pounds maximum certificated takeoff weight):
(i) In-flight 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;
(ii) In-flight failure of hydraulic systems that results in sustained reliance on the sole remaining hydraulic or mechanical system for movement of flight control surfaces;
(iii) Sustained loss of the power or thrust produced by two or more engines; and
(iv) An evacuation of an aircraft in which an emergency egress system is utilized.
(b) An aircraft is overdue and is believed to have been involved in an accident.
(1) Flight control system malfunction or failure;
(2) Inability of any required flight crew member to perform normal flight duties as a result of injury or illness;
(3) Failure of structural components of a turbine engine excluding compressor and turbine blades and vanes;
(4) In-flight fire; or
(5) Aircraft collide in flight.
(6) Damage to property, other than the aircraft, estimated to exceed $25,000 for repair (including materials and labor) or fair market value in the event of total loss, whichever is less.
(7) For large multi engine aircraft (more than 12,500 pounds maximum certificated takeoff weight):
(i) In-flight 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;
(ii) In-flight failure of hydraulic systems that results in sustained reliance on the sole remaining hydraulic or mechanical system for movement of flight control surfaces;
(iii) Sustained loss of the power or thrust produced by two or more engines; and
(iv) An evacuation of an aircraft in which an emergency egress system is utilized.
(b) An aircraft is overdue and is believed to have been involved in an accident.
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