What is a fault report - and why is it so important?
Incident reports document safety-related incidents that did not necessarily lead to an accident, but had the potential to do so. Examples include near misses, sudden loss of engine power, unexpected system failures or dangerous approaches - whether on the ground or in the air.
Such reports serve an overarching goal: collective learning. They are collected, analysed and evaluated by national and European authorities. The knowledge gained is incorporated into safety warnings, recommendations and training measures. This allows systematic risks to be recognised and proactively mitigated - before a real accident occurs.
The legal basis for reporting faults
The obligation to report arises from various legal sources:
- EU Regulation (EU) No 376/2014 on the reporting, analysis and follow-up of occurrences in civil aviation
- Delegated Regulation (EU) 2015/1018Annex V: Lists reportable events
- § Section 9 Air Traffic Regulations (LuftVO) for Germany
Pilots of non-commercial aerial sports equipment such as microlights, gliders or paragliders report incidents via their respective umbrella organisations (e.g. DAeC, DULV, DHV, DFV). All other GA pilots as well as operators, technicians or operations managers use the Europe-wide standardised reporting portal ECCAIRS2 (European Coordination Centre for Accident and Incident Reporting Systems).
What specifically needs to be reported?
All incidents in which there was a safety risk - even if the outcome was minor - must be reported. Examples:
- Aircraft technology: System failures, engine problems, undetected damage to the structure or control system
- Flight operations: Emergency landings, loss of control, dangerous approaches, deviations from flight plans or flight paths
- Airspace violations: Entry into restricted or controlled areas without clearance
- External hazards: Laser glare, bird strike, drone interference
- Communication & Navigation: Radio failure, misunderstandings with air traffic control
A Accident must immediately The accident must be reported to the Federal Bureau of Aircraft Accident Investigation (BFU) - in addition to being entered in the ECCAIRS2 system.
Who has to report - and when?
The reporting obligation concerns all persons involved in flight operations or maintenance:
- Pilots
- Flight instructor
- Technicians and inspectors
- Operator and operations manager
- Ground staff, if they detect safety-relevant incidents
The notification must be submitted no later than within 72 hours of the event take place. The following applies to accidents: report to the BFU immediately!
Data protection and error culture: What happens to the data?
Many pilots are hesitant because they fear reprisals - but this concern is unfounded. The EU regulation guarantees Just CultureThe personal data of the reporting person will be not to other authorities or even the EASA forwarded. They are used exclusively for queries by the German Federal Aviation Office (LBA) or authorised associations.
The aim is not to punish, but to improve. Only an open error culture enables sustainable safety progress.
Technical hurdles removed: Reporting portals adapted
For a long time, ECCAIRS2 was not considered very user-friendly - especially for general aviation. In the meantime, the LBA, together with the Federal Technical Committee of the DAeC The input screens have been revised and specially tailored to the requirements of GA pilots. This has made it much easier to use.
In addition, the associations (DAeC, DULV, DHV, DFV) offer their own registration forms for their members - depending on the type of aircraft.
Practical example: Rotax faults not reported
A good example of the relevance of the topic was a Survey by the Baden-Württemberg Aviation Association (BWLV) and the DAeC in the autumn. This showed that only around 25 % of known faults of Rotax engines had actually been reported to the LBA.
The reasons for this included uncertainty about the consequences, a lack of awareness of the reporting obligation and technical difficulties in completing the forms. These hurdles have now largely been removed.
Why all this? The cheese slice model as a guiding principle
The so-called Cheese slice model (Swiss Cheese Model) by safety researcher James Reason is a frequently quoted image in aviation: every safety deficit is like a hole in a slice of cheese. If there are several such holes in a line, hazards can penetrate unhindered to the accident. The aim is therefore to make the "slices tighter" through organisational, technical and human measures.
Fault reports are an essential tool hereto make existing gaps visible - and to close them through recommendations, training and adjustments.
Further information & links
Official reporting portals:
- ECCAIRS2 (LBA): https://e2.aviationreporting.eu/reporting/unregistered
- DULV: https://fm.dulv.de/fmi/webd/PASIF
- DAeC: https://lsgb.daec.de/media/files/2023/Luftsportgeraete_Buero/Antraege/Unfallmeldung2023.pdf
- DHV: https://ehpu-safetynetwork.org/plugins/form/83/de
- DFV: https://fida.aero/public-form/7
Regulations and data sheets:
- EU Regulation (EU) 376/2014
- Delegated Regulation (EU) 2015/1018
- LBA leaflet: "Reporting of incidents by pilots and other persons"
- Safety Letter from AOPA Germany
Conclusion: Learning from mistakes - for more safety in the air
Incident reports are a crucial tool for continuously improving safety in general aviation. They help to recognise weaknesses in the system at an early stage, record them statistically and eliminate them through targeted measures. An open, non-sanctioning error culture is essential here - because only when incidents are reported can lessons be learnt.
It is therefore better to report too much than too little. The learning effect for the entire community can save lives.
Source references:
DAEC