Lars Part X Aviation Accident and Incident Investigation-Issue 2 - Rev. 1 2017

REPUBLIC OF LEBANON
MINISTRY OF PUBLIC WORKS AND TRANSPORT

DIRECTORATE GENERAL OF CIVIL AVIATION
LARs
LEBANESE
AVIATION
REGULATIONS
Part X
AVIATION ACCIDENT AND INCIDENT

INVESTIGATION
Republic of Lebanon
Republic of Lebanon Lebanese Aviation Regulations
Ministry of Public Works and Transport Part X
Directorate General of Civil Aviation Aviation Accident and Incident Investigation
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RECORD OF AMENDMENTS
Issue / Rev. No. Date of Issue Entered by
Issue No. 2 10 December 2012
Issue No. 2 / Rev. 1 12 May 2017
Issue 2 - Rev. 1 3/64 12 May 2017

AMENDMENTS HISTORY
Amendment Source(s) Subject

Issue 2 – Rev. 1
Issue 2 - Rev. 1 4/64 12 May 2017

TABLE OF CONTENTS
LIST OF EFFECTIVE PAGES …………………………………………………………………… 1

RECORDS OF AMENDMENTS …………………………………………………………………. 3
AMENDMENTS HISTORY ………………………………………………………………………. 4
SECTION 1 - DEFINITIONS…………………………..…………………………………………….8
1.1 Definitions……………………………………………………………………………….….……8
SECTION 2 - APPLICABILITY…..…………………………………………………………………12
2.1 General………………………………….…………………………………………………….… 12
2.2 Leased and Chartered Aircraft………….……………………….…………………..……………12
SECTION 3 – GENERAL…………..……………………………………………………………… 13
3.1 Objective of the Investigation…………….………………………………………………………13
3.2 Powers of Investigator……….………….………………………………………………………. 13
3.3 Protection of Evidence, Custody and Removal of Aircraft…………………………………….. 14
3.3.1 Responsibility of the DGCA…………………………………………………………….. 14
3.3.2 Protection of Evidence…………………………………………………………………. 14
3.3.3 Requests from State of Registry / Operator / Design or Manufacture….………………. 15
3.3.4 Release from Custody………………………………………………………………….. 15
SECTION 4 – NOTIFICATION…..………………………………………………………………….16
4.1 Applicability…………………………….……………………………………………………… 16
4.2 Initial Notification….……….………….………………………………………………………. 16
4.3 Reportable Occurrences………………………………….…………………………………….. 16
4.4 Information to be given in Notification……………………………………………………….. 17
4.4.1 Contact List……………………………………………………………………………. 17
4.5 Reporting of Accidents / Incidents and Overdue Aircraft……………………………………… 17
4.5.1 Reports………………..……………………………………………………………….. 17
4.5.2 Crewmember Statements………………………………………………………………. 18
4.5.3 Where to File Reports……………………………………………….…………………. 18
4.6 Responsibility of the DGCA as the State of Occurrence – Contracting State……………………18
4.6.1 Applicability…………………….……………………………………………………… 18
4.6.2 Forwarding…………….………………………………………………………………. 18
4.6.3 Format and Content………………………………………………….…………………. 18
4.6.4 Language……………….………………………………………………………………. 19
4.6.5 Additional Information….………………………………………………………………. 19
4.7 Responsibility of the DGCA as the State of Registry – State of the Operator…….……………. 19
4.7.1 Applicability…………………….……………………………………………………… 19
4.7.2 Information – Participation……….………………………………………………………19
4.7.3 Forwarding…………….………………………………………………………………. 20
Issue 2 - Rev. 1 5/64 12 May 2017

4.8 Accidents or Serious Incidents in the Territory of the State or Registry, in a Non-Contracting
State or Outside the Territory of any State...…………………………..…….………………… 20
4.8.1 Responsibility of the State of Registry…….…….……………………………………… 20
4.8.2 Responsibility of the State of the Operator, State of Design, State of Manufacture…... 20
SECTION 5 – INVESTIGATION…..……………………………………………………………... 21
5.1 Responsibility for Instituting and Conducting the Investigation for an Accident or Serious
Incidents in the Territory of Lebanon to Foreign Aircraft…....…………………………..….…. 21
5.2 Accidents or Serious Incidents in the Territory of a Non-Contracting State…………..….…… 21
5.3 Accidents or Serious Incidents outside the Territory of any State……..………………….....…. 21
5.4 Organization and Conduct of the Investigation…………………………………………….….. 21
5.4.1 General………………..………………………………………………………………. 21
5.4.2 Investigation Committee………………………………………………………………. 22
5.4.3 Investigator-In-Charge Designation….…………………………….……………..…. 22
5.4.4 Investigator-In-Charge Access and Control….…………………….……………..…. 22
5.4.5 Furnishing of Information……………………...…………………….……………..…. 23
5.4.6 Serving of Notices and Documents…………...…………………….……………..…. 23
5.4.7 Obstruction of Investigation……………………………………………….…………. 23
5.4.8 Form and Conduct of Investigations……………………………………………..……. 23
5.5 Investigator In-Charge’s Report and Appeal…………………………………………………… 24
5.5.1 Investigator’s Report…………….…………………………………………….……… 24
5.5.2 Representation...……….……………………………………………………………… 24
5.5.3 Flights Recorders…………………………………………………….……………….. 25
5.5.4 Autopsy Examinations….…………………………………………………………….. 25
5.5.5 Co-ordination, Judicial Authorities……………………………………………………. 25
5.5.6 Medical Examinations……………………………………………………………..…. 26
5.5.7 Informing Aviation Security Authorities……………………..………………….…. 26
5.5.8 Disclosure of Records……………………………………………………………..….. 26
5.5.9 Re-opening of Investigation………………………………………………………..…. 26
5.6 Provision of Information – Accidents and Incidents…………………………………………… 27
5.7 Responsibility of the State of Registry and the State of the Operator………………………….. 27
5.7.1 Flight Recorders………..……….…………………………………………………….. 27
5.7.2 Organizational Information…………………………………………………………... 27
5.8 Participation in the Investigation………………………………………………………………. 27
5.8.1 Rights…………………..……….…………………………………………………….. 27
5.8.2 Operator – Adviser………….………………………………………………………... 27
Organization Responsible for Type Design and the Final Assembly of Aircraft –
5.8.3
Adviser………….………………………………………………………..................... 27
5.8.4 Obligations……….………….………………………………………………………… 28
5.9 Participation of Other States…….……………………………………………………………... 28
5.9.1 Rights…………………..……….…………………………………………………….. 28
Issue 2 - Rev. 1 6/64 12 May 2017

5.10 Entitlement of Accredited Representatives……..……………………………………………... 28

5.10.1 Advisers………….…………….……………………………………………………… 28
5.10.2 Participation…...……….……………………………………………………………... 28
5.10.3 Limitations…..…………………………………………………….………………... 29
5.10.4 Obligations………….….…………………………………………………………..…. 29
5.11 Participation of States having Suffered Fatalities or Serious Injuries to its Citizens…..……… 29
5.11.1 Rights and Entitlements………….…………………………………………………… 29
SECTION 6 – FINAL REPORT…....…………………………………..………………………….. 30
6.1 Consultation…………………………………………………………………………………….. 30
6.2 Recipients…………………………………………………………………..…………….…….. 30
6.3 Release of Information – Consent…………………………………………..…………….…….. 31
6.4 Publications of Reports……..….…………………………………………..…………….…….. 31
6.4.1 Public Access…………..……….…………………………………………………….. 31
6.4.2 Format……………………….………………………………………………………... 31
6.5 Safety Recommendations...…………………………………………………………………….. 31
6.6 Action on Safety Recommendations……………………………………………………………. 31
SECTION 7 – ADREP REPORTING…………………………………..………………………….. 32
7.1 Preliminary Report………………………………………………………………………………..32
7.1.1 Accidents to Aircraft Over 2250 Kg………………………………………………….. 32
7.1.2 Accidents to Aircraft of 2250 Kg or less……………………………………………….. 32
7.1.3 Language…………………………………………..………………………………….. 32
7.1.4 Dispatch……………………………………………………………………………….. 32
7.2 Accident / Incident Data Report…………………………………………………………………..33
7.2.1 Accidents to Aircraft Over 2250 Kg………………………………………………….. 33
7.2.2 Incidents Involving Aircraft of 5700 Kg ………………………………………………..33
7.2.3 Additional Information……………………………………………………………….. 33
SECTION 8 – ACCIDENT PREVENTION MEASURERS…………..………………………….. 34

8.1 Incident Reporting Systems…………………………………………………………………….. 34
8.2 Data Base Systems and Analysis – Preventive Actions…………………………………………..34
8.3 Forwarding of Incident Information……………………………………………………………. 34
APPENDIX 1 – FORMAT OF THE FINAL REPORT……………….………………………….. 35
APPENDIX 2 – FORM 1 / AIRCRAFT ACCIDENT/INCIDENT NOTIFICATION FORM

FROM DGCA TO COMPETENT AUTHORITIES……………………………. 39
APPENDIX 2 – FORM 2 / AIRCRAFT ACCIDENT/INCIDENT NOTIFICATION FORM
TO DGCA ……………………………………………………………………….. 41
APPENDIX 2 – FORM 3 / UAS ACCIDENT/INCIDENT NOTIFICATION FORM TO
DGCA ………………………………………………………………………….… 42
APPENDIX 3 – FLIGHT RECORDS REQUIREMENTS…………………………...………….. 43
Issue 2 - Rev. 1 7/64 12 May 2017

SECTION 1
DEFINITIONS
1.1 Definitions
Unless otherwise mentioned, terms used in this Chapter have the following meanings:
Accident: An occurrence associated with the operation of an aircraft which, in the case of a manned
aircraft, takes place between the time any person boards the aircraft with the intention of flight until such
time as all such persons have disembarked, or in the case of an unmanned aircraft, takes place between
the time the aircraft is ready to move with the purpose of flight until such time as it comes to rest at the
end of the flight and the primary propulsion system is shut down, in which:
a) a person is fatally or seriously injured as a result of:
- being in the aircraft, or

- direct contact with any part of the aircraft, including parts which have become detached from the
aircraft, or
- direct exposure to jet blast,
except when the injuries are from natural causes, self-inflicted or inflicted by other persons, or when the
injuries are to stowaways hiding outside the areas normally available to the passengers and crew; or
b) the aircraft sustains damage or structural failure which:
- adversely affects the structural strength, performance or flight characteristics of the aircraft, and
- would normally require major repair or replacement of the affected component,
except for engine failure or damage, when the damage is limited to a single engine, (including its
cowlings or accessories), to propellers, wing tips, antennas, probes, vanes, tires, brakes, wheels, fairings,
panels, landing gear doors, windscreens, the aircraft skin (such as small dents or puncture holes), or for
minor damages to main rotor blades, tail rotor blades, landing gear, and those resulting from hail or bird
strike (including holes in the radome); or
c) the aircraft is missing or is completely inaccessible.
Accredited Representative: A person designed by a State, on the basis of his or her qualifications, for the
purpose of participating in an investigation conducted by another State. Where the State has established
an accident investigation authority, the designated accredited representative would normally be from that
authority.
Adviser: A person appointed by a State, on the basis of his qualifications for the purpose of assisting its
accredited representative in an investigation.
Aircraft: Any machine that can derive support in the atmosphere from the reactions of the air other than
the reactions of the air against the earth’s surface.
Authorized Person: A person authorized by the DGCA, either generally or specifically, to

have access to any aircraft involved in an accident or incident.
Issue 2 8/64 10 December 2012

Aviation Occurrence: An accident or incident or any situation associated with the operation of an aircraft
or any situation or condition that the DGCA has reasonable grounds to believe could, if unattended induce
an accident, incident or unsafe situation.
Cause(s): Actions, omissions, events, conditions, or a combination thereof, which led to the accident or
incident. The identification of causes does not imply the assignment of fault or the determination of
administrative, civil or criminal liability.
Civil Aircraft: Any aircraft registered in an ICAO Contracting State.
Draft Report: Draft investigation report that is sent in confidence to the concerned Bodies in Lebanon;
State accredited representatives, and any either person who in the opinion of the DGCA gave a direct
interest in the findings of the investigation, inviting their comments on the report.
Director General: Director General of the Directorate General of Civil Aviation.
Fatal Injury: An injury, which results in death within 30 days of the accident.
Flight Recorder: Any type of recorder installed in the aircraft for the purpose of complementing
accident/incident investigation.
Foreign Aircraft: Civil aircraft registered in a foreign State.
Incident: An occurrence other than an accident, associated with the operation of an aircraft, which affects
or could affect the safety of operations.
Investigation: A process conducted for the purpose of accident prevention which includes the gathering
and analysis of information, the drawing of conditions including the determination of causes and/ or
contributing factors and, when appropriate, the making of safety recommendations.
Investigation Committee: Appointed by the DGCA and empowered to conduct an aircraft

accident/incident investigation under the control of the investigator-in-charge.
Investigator: A person delegated by the DGCA to conduct its investigation.
Investigator-in-Charge: A person charged, on the basis of his or her qualifications with the
responsibility for the organization, conduct and control of an investigation. This person shall be
designated by the DGCA to direct the investigative activity of the Investigation Committee and over
whose signature any required report is used.
Maximum mass: Maximum certificated take-off mass.
Observer: A representative of an involved government department who is authorized to attend a DGCA

investigation as an observer or a DGCA investigation representative authorized to attend at an
investigation conducted by another department.
Operator: Means a person, organization or enterprise engaged in or offering to engage in aircraft

operation.
Preliminary Report: The communication used for the prompt dissemination of data obtained during the
early stages of the investigation.

Safety Recommendation: A proposal of an accident investigation authority based on information derived

from an investigation, made with the intention of preventing accidents or incidents and which in no case
has the purpose of creating a presumption of blame or liability for an accident or incident. In addition to
safety recommendations arising from accident and incident investigations, safety recommendations may
result from diverse sources, including safety studies.
Serious Incident: An incident involving circumstances indicating that there was a high probability of an
accident and associated with the operation of an aircraft which, in the case of a manned aircraft, takes
place between the time any person boards the aircraft with the intention of flight until such time as all
such persons have disembarked, or in the case of an unmanned aircraft, takes place between the time the
aircraft is ready to move with the purpose of flight until such time as it comes to rest at the end of the
flight and the primary propulsion system is shut down.
Serious Injury: An injury, which is sustained by a person in an accident and which:
(a) requires hospitalization for more than 48 hours, commencing within 7 days from the date the
injury was received;
(b) results in a fracture of any bone (except simple fractures of fingers, toes, or nose);
(c) causes severe hemorrhages, nerve muscle, or tendon damage;
(d) involves any internal organs; or
(e) involves second or third degree burns, or any burns affecting more than 5 per cent of the body
surface.
State: A contracting State of the International Civil Aviation Organization.
State of Design: The State having jurisdiction over the organization responsible for the type design.
State of Occurrence: The State in the territory of which an accident occurs.
State of Manufacture: The State having jurisdiction over the organization responsible for the final
assembly of the aircraft.
State of the Operator: The State in which the operator’s principal place of business is located or, if there
is no such place of business, the operator’s permanent residence.
State of Registry: The State on whose register the aircraft is entered.
Statement: The whole or any part of an oral, written or recorded statement relating to an accident or
incident given, by the author of the statement, to the Investigator-In-Charge; a transcription or substantial
summary of a such as statement.
State Safety Programme: An integrated set of regulations and activities aimed at improving safety.
Substantial Damage: Damage or failure which adversely affects the structural strength, performance or
flights characteristics of the aircraft, and which would normally require major repair or replacement of the
affected component. For the purposes of this chapter, the following conditions are not considered
―substantial damage‖:

(a) for multiengine aircraft; engine failure or damage limited to an engine if only one engine fails or
id damaged;
(b) bent fairings or cowling, dented skin, small punctured holes in the skin or fabric;
(c) ground damage to rotor or propeller blades; and
(d) and damage to landing gear, wheels, tires, flaps, engine accessories, brakes, or wing tips.
UAS: Unmanned Aircraft System.
Issue 2 - Rev. 0 11/64 12 May 2017

SECTION 2
APPLICABILITY
2.1 General
Unless otherwise stated, this Chapter applies to activities following:
(a) accidents and incidents involving a Lebanese registered civil aircraft wherever they
occurred, and incidents involving a foreign aircraft if occurred in the territory of Lebanon
and Lebanon is a State of Occurrence;
(b) accidents and incidents involving both military and civil aircraft whether occurred in the
territory of Lebanon or outside the Territory of Lebanon in case the civil aircraft is registered
in Lebanon;
(c) aviation occurrences arising out of or in the course of air navigation; or
(d) aviation occurrences which occur elsewhere to a Lebanese registered civil aircraft.
2.2 Leased and Chartered Aircraft
In this Chapter the provisions concerning the State of the operator apply only when the aircraft is leased,
chartered or interchanged and when that State is not the State of Registry and if its interchanges, in
respect of the applicable regulations, in part or in whole, the functions and obligations of the State of
Registry.

SECTION 3
GENERAL
3.1 Objective of the Investigation
The sole objective of the investigation of an accident or incident shall be the prevention of accidents and
incidents. It is not the purpose of this activity to apportion blame or liability.
DGCA of Lebanon will comply with ICAO Annex 13 – Provisions in conducting the Investigation.
3.2 Powers of Investigator
For the purpose of investigation of any accident or serious accident, or of any inquiries undertaken with a
view to determining whether any such investigation should be held, a DGCA authorized investigator has
power:
(a) to call before him and examine all persons as the investigator thinks fit, to require such
persons to answer any questions or furnish any information;
(b) to require the protection and the preservation of the occurrence site(s), aircraft and any parts
thereof, and all records associated with an occurrence;
(c) to enter and search any place where an investigator believes on reasonable grounds that there
is or anything relevant to the conduct of an investigation of an aviation occurrence, and to
seize any such thing that is found in the course of that search; (An investigator shall not
exercise the powers in relation to a particular place without the consent of the person
apparently in charge of that place unless those powers are so exercised under the authority of
a warrant, or by reason of exigent circumstances, it would not be practical for the
investigator to obtain a warrant);
(d) to prohibit or limit access to the area immediately surrounding the place at which the thing is
located for such period as is necessary for the purpose of preserving and protecting anything
involved or likely to have been involved in an aviation occurrence, whether or not the thing
has been seized under this section; (The investigator shall have regard to the desirability of
minimizing any resulting disruption to transportation services);
(e) to cause such tests, including tests to destruction, of the thing that was seized for the
purposes of the investigation; (To the extent that it is practical and safe to do so and does not
unreasonably impede the progress of the investigation, The investigation shall take all
reasonable measures to invite the owner of the thing, and any person who appears on
reasonable grounds to be entitled to it, to be present at any such tests);
(f) to require the provision and to make copies of any documents that the investigator may
consider relevant to the occurrence;
(g) to retain any such documents until the completion of the investigation or, as the case may be,
it is determines that an investigation shall not be carried out;
(h) to take statements from all such persons as the investigator thinks fit and require any such
person to make and sign a declaration of the truth of the statements made by the person;

(i) to require a person(s) who was (were) directly or indirectly involved in the operation of an
aircraft to submit a medical examination, where the investigator believes on reasonable
grounds that the medical conditions is, or may be, relevant, to the investigation. (The notice
for medical examinations should be made in writing, signed by the investigator);
(j) to require a physician or other practitioner to provide medical information concerning a

patient who the investigator believes on reasonable grounds that information concerning a
patient is relevant to that investigation. (The notice for medical information should be made
in writing, signed by the investigator);
(k) to cause such an autopsy or medical examination to be performed on a body of a deceased

person where the investigator believes on reasonable grounds that the information derived
from the autopsy and examination is or may be relevant to the conduct of the investigation.
(The notice for medical information should be made in writing, signed by the investigator);
(l) to require the person having custody of the body of the deceased person or other human
remains to permit the performance of that autopsy or medical examination. (The notice for
medical information should be made in writing, signed by the investigator); and
(m) to call on the services of local police or other authorized persons to ensure protection of the
accident site, including the aircraft and its content, until such time as the IIC is able to
directly take over custody and security of the aircraft and its content.
3.3 Protection of Evidence, Custody and Removal of Aircraft
3.3.1 Responsibility of the DGCA
The DGCA, as the State of occurrence, shall take all reasonable measures to protect he
evidence and to maintain safe custody of the aircraft and its contents for such a period as
may be necessary for the purposes of an investigation. Protection of evidence shall include
the preservation, by photographic or other means of any evidence, which might be
removed, effaced, lost or destroyed. Safe custody shall include protection against further
damage, access by unauthorized persons, pilfering and deterioration.
Note: The protection of flight recorder’s evidence requires that the recovery and handling
of the recorder and its recordings is assigned only to qualified personnel.
3.3.2 Protection of Evidence
3.3.2.1 When a reportable accident occurs in or over the Lebanon, no person other than
an authorized person shall have access to the aircraft involved in the accident and
neither, the aircraft nor its contents shall except under the authority of the
DGCA, be removed or otherwise interfered with;
3.3.2.2 The aircraft may be removed or interfered with so far as may be necessary for the
purpose of extricating persons or animals, removing any mails, valuable and
dangerous goods carried by the aircraft, preventing destruction by fire or other
cause, or preventing any danger or obstruction to the public or to air navigation
or to other transport or, under the supervision of an Investigator or of the Police,
for the purpose of removing any other property from the aircraft;

3.3.2.3 Should the aircraft be wrecked on water, the aircraft or any of its contents may be
removed to such extent as may be necessary for bringing it or them to a place of
safety.
3.3.2.4 The operator of an aircraft involved in an accident or incident for which

notification must be given is responsible for preserving, to the extent possible,
any aircraft wreckage and cargo aboard the aircraft and all records, including all
recording mediums of flight, maintenance, and voice recorders pertaining to the
operation and maintenance of the aircraft and to the airmen, until the DGCA
takes custody thereof and a release is granted.
3.3.2.5 Where it is necessary to move aircraft wreckage or cargo, sketches, descriptive

notes, and photographs shall be made, if possible, of the original position and
condition of the wreckage and any significant impact marks.
3.3.2.6 The operator of an aircraft involved in an accident or incident shall retain all
records, reports, internal documents, and memoranda dealing with the accident or
incident, until authorized by the DGCA to the contrary.
3.3.3 Requests from State of Registry / Operator / Design or Manufacture
If a request is received from the State of Registry, the State of the Operator , the State of
Design or the State of Manufacture of the aircraft, its contents, any other evidence remain
undisturbed pending inspection by an accredited representative of the requesting State, the
DGCA as the State of Occurrence, shall take all necessary steps to comply with such
request, so far as this is reasonably practicable and compatible with the proper conduct of
the investigation; provided that the aircraft may be moved to the extent necessary to
extricate persons, animals, mails and valuables, to prevent destruction by fire or other
causes, or to eliminate other causes, or to eliminate any danger or obstruction to air
navigation, to other transport or to the public, and provided that it does not result in undue
delay in returning the aircraft to service where this is practicable.
3.3.4 Release from Custody
Subject to the provisions of paragraphs 3.2.2 and 3.2.3 above, the DGCA as the State of
Occurrence, shall release custody of the aircraft, its contents or any parts thereof as soon as
they are no longer required in the investigation, to any person or persons duly designated
by the State of Registry or the State of the Operator, as applicable. For this purpose the
DGCA shall facilitate access to the aircraft, its contents, or any parts thereof, provided that,
if the aircraft, its contents or any parts thereof, lie in an area within which the DGCA finds
it impracticable to grant such access, it shall itself effect removal to a point where access
can be given.

SECTION 4
NOTIFICATION
4.1 Applicability
This section contains rules pertaining to:
(a) notification and reporting aircraft accidents and serious incidents and certain other
occurrences in the operation of the aircraft when they involve, Lebanese registered aircraft
wherever they occur, or foreign civil aircraft when such events occur in Lebanon; and
(b) reporting aircraft accidents and listed incidents.
4.2 Initial Notification
4.2.1 When an accident or serious incident occurs, the pilot in command of the aircraft, involved
as the time of the accident, or if he be killed or incapacitated, then the operator of the
aircraft and, in the case of an accident occurring on or adjacent to a Lebanese airport, the
airport authority, shall give notice to the DGCA immediately and by the quickest means of
communication available. In case of a reportable accident occurring in or over Lebanon,
the local police authorities shall also be notified with details, if practicable, of the place
where the accident occurred.
4.3 Reportable Occurrences
The DGCA shall be notified, by the means acceptable to it, when:
(a) An aircraft accident or any of the incidents, as listed below, occur:
(1) Flight control system malfunction or failure.

(2) Inability of any required flight crew member to perform his normal flight duties as
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.
(5) Mid air collision.
(6) For large multiengine aircraft (more than 5700 Kg maximum certificated takeoff
mass):
(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 result 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) Evacuation of an aircraft in which an emergency egress system is utilized.

(7) Significant incidents involving:
(i) The transport of dangerous goods;

(ii) Breaches of security;
(iii) The carriage of important persons;
(iv) A serious maintenance event and/or failure;
(v) Aircraft departure of taxiways/runways;
(vi) Taxi accidents/ collisions;
(vii) Flight crew incapacitation;
(viii) Decompression resulting in emergency descent;
(ix) ATC incidents involving near collisions;
(x) Serious wind shear phenomenon;
(xi) Passenger offences affecting safety; and
(xii) Any other factor affecting or derogating safety.
(b) An aircraft is overdue and is believed to have been involved in an accident.
4.4 Information to be given in Notification
The notification required in paragraph 4.2 above shall contain the following information, if available:
(a) type, nationality, and registration marks of the aircraft;
(b) name of owner, and operator of the aircraft;
(c) name of the pilot-in-command; nationality of crew and passengers;
(d) date and time (local time or UTC) of the accident or serious incident;
(e) last point of departure and point of intended landing of the aircraft;
(f) position of the aircraft with reference to some easily defined geographical point or
navigational fix;
(g) number of crew and passengers aboard, number killed and number seriously injured; other
killed and seriously injured;
(h) nature of accident and event of damage to the aircraft so far as is known; and
(i) a description of any explosives, radioactive materials, or other dangerous goods, carried.
4.4.1 Contact List
Refer to ICAO Doc. 9756, Part I, Chapter 4 or ICAO Website.
4.5 Reporting of Accidents/Incidents and Overdue Aircraft
4.5.1 Reports
4.5.1.1 The operator of an aircraft shall file a report using the DGCA’s ―Aircraft
Accident/Incident Notification Form‖ or ―UAS Accident/Incident Notification
Form‖ within 72 hours of the occurrence of the accident/ incident.
Issue 2 - Rev. 0 17/64 12 May 2017

4.5.1.2 The reporting mentioned in paragraph 4.5.1.1 does not mean that the operator,
the airport, the air traffic control or any organization or person, can delay the
immediate notification to the DGCA in case of aviation accident or incident by
using the most expeditious means such as the DGCA’s hotline or email.
4.5.2 Crewmember Statements
Each crew member, if physically able at the time the report is submitted, shall attach a
statement setting forth the facts, conditions and circumstances relating to the accident or
incident as they appear to him. If the crew member is incapacitated, he shall submit the
statement as soon as he is physically able.
4.5.3 Where to File the Reports
The operator of an aircraft shall file any report required by this section with the DGCA
Flight Safety Department, Rafic Hariri International Airport – Beirut, (Fax Number 961 1
629106 or 961 1 629010) and (Phone Number 961 1 628195 or 961 1 628191).
4.6 Responsibility of the DGCA as the State of Occurrence - Contracting State
4.6.1 Applicability
This section applies to the responsibility of the DGCA as the State of Occurrence for an
accident or serious incident to aircraft of another Contracting State.
4.6.2 Forwarding
The DGCA, if the State of occurrence, shall forward a notification of an accident or serious
incident with a minimum of delay and by the most suitable and quickest means available
to;
(a) the State of Registry;
(b) the State of the Operator;
(c) the State of Design;
(d) the State of Manufacture; and
(e) the International Civil Aviation Organization, when the aircraft involved is of a
maximum mass of over 2250 Kg.
4.6.3 Format and Content
The above notification shall be given in plain language and contain as much of the
following information:
(a) for accidents the identifying abbreviation ACCID, for serious incidents INCID;
(b) manufacture, model, nationality and registration marks, and serial number of the
aircraft;
(c) name of owner, operator and hirer, if any, of the aircraft;

(d) name of pilot in command; nationality of crew and passengers;
(e) date and time (local time or UTC) of the accident or serious incident;
(f) last point of departure and point of intended landing of the aircraft;
(g) position of the aircraft with reference to some easily defined geographical point and
latitude and longitude;
(h) number of crew and passengers aboard, number killed and seriously injured; other
killed and seriously injured;
(i) description of the accident or serious incident and the extent of damage to the
aircraft so far as is known;
(j) an indication to what extent the investigation will be conducted or is proposed to be

delegated by the DGCA;
(k) physical characteristic of the accident or serious incident areas; as well as an

indication of access difficulties or special requirements to reach the site;
(l) identification of the originating authority and means to contact the investigation-in
charge and the accident investigation authority of the State of Occurrence at any
time; and
(m) presence and description of dangerous goods on board the aircraft;
4.6.4 Language
The notification shall be prepared in the English language.
4.6.5 Additional Information
As soon as possible to do so, the DGCA as the State of Occurrence shall dispatch the
details omitted from the notification as well as other known relevant information.
4.7 Responsibility of the DGCA as the State of Registry - State of the Operator
4.7.1 Applicability
This section applies to the responsibility of the DGCA as the State of Registry or the State
of the Operator for an accident or serious incident to aircraft of another Contracting State.
4.7.2 Information- Participation
Upon receipt of the notification, the DGCA, as the State of Registry or the State of the
Operator, shall as soon as possible, provide the State of Occurrence with any relevant
information available to its regarding the aircraft and flight crew involved in the accident or
serious incident. The DGCA shall also inform the State of Occurrence whether it intends to
appoint an accredited representative and if such accredited representative is appointed the
name and contact details; as well as the expected date of arrival if the accredited
representative will travel to the State of Occurrence.

4.7.3 Forwarding
When the State of Occurrence is not aware of a serious incident, the DGCA as the State of
Registry or the State of the Operator; as appropriate shall forward a notification of such
incident to the State of Design, the State of Manufacture, and the State of Occurrence.
4.8 Accidents or Serious Incidents in the Territory of the State of Registry, in a Non- Contracting
State or Outside the Territory of any State
4.8.1 Responsibility of State of Registry
When the DGCA, as the State of Registry, institute the investigation of an accident, the
DGCA shall forward a notification in accordance with paragraph 4.6 above, with a
minimum of delay, and by the most suitable and quickest means available, to:
(a) the State of the Operator;
(b) the State of Design;
(c) the State of Manufacture; and
(d) the International Civil Aviation Organization, when the aircraft involved is of a
maximum mass of over 2250 Kg.
4.8.2 Responsibility of the State of the Operator, State of Design and State of
Manufacture
4.8.2.1 Upon receipt of the notification, the State of the Operator, the State of Design
and the State of Manufacture, upon request, provide the DGCA, as being the
competent authority of the State of Registry, with any relevant information
available to them regarding the aircraft and flight crew involved in the accident
or serious incident. The DGCA shall also inform the State of Registry whether
it intends appoint an accredited representative; and if such an accredited
representative is appointed, the name and contact details, as well as the expected
date of arrival if the accredited representative will be present at the
investigation.
4.8.2.2 Upon receipt of the notification, the DGCA, as the State of the Operator shall,
with a minimum of delay and by the most suitable and quickest means
available, provide the State of Registry with details of dangerous goods on
board the aircraft.

SECTION 5
INVESTIGATION
5.1 Responsibility for Instituting and Conducting the Investigation for an Accident or a Serious
Incident in the Territory of Lebanon
The DGCA, as Lebanon is the State of Occurrence, shall institute an investigation, into the circumstances
of the accident or serious incident. The DGCA, shall be responsible for the conduct of the investigation,
but may delegate the whole or any part of the conducting of such investigation to another State by mutual
arrangement and consent. In any event, the DGCA shall use every means to facilitate the investigation.
5.2 Accidents or Serious Incidents in the Territory of a Non-Contracting State
When the accident or serious incident has occurred in the territory of a non-contracting State, which does
not intend to conduct an investigation in accordance with ICAO Annex 13, the DGCA, as the State of
Registry, the State of the Operator, should endeavor to institute and conduct an investigation in co-
operation with the State of Occurrence but, failing such co-operation, should itself conduct an
investigation with such information as is available.
5.3 Accidents or Serious Incidents outside the Territory of any State
5.3.1 When the location of the accident or the serious incident cannot definitely be established as
being in the territory of any State, the DGCA, as the State of Registry, shall institute and
conduct an investigation of the accident or the serious incident. However, it may delegate
the whole or any part of the investigation to another State by mutual arrangement and
consent.
5.3.2 The DGCA, as the State of Registry, should endeavor to establish communication with the
States nearest the scene of the accident in international waters requesting assistance as they
are able for the purpose of conducting the investigation.
5.4 Organization and Conduct of the Investigation
5.4.1 General
5.4.1.1 The Investigator-In-charge and the Accident Investigation Committee members

shall have independence in the conduct of the investigation and have
unrestricted authority over its conduct, consistent with the provisions of these
regulations. The investigation shall include:
(a) the gathering, recording and analysis of all available relevant information
on that accident or incident;
(b) if appropriate, the issuance of safety recommendations;
(c) if possible, the determination of the causes and/or contributing factors; and
(d) the completion of the Final Report.

5.4.1.2 When possible, the scene of the accident shall be visited, the wreckage
examined and statements taken from witnesses.
5.4.1.3 If it is found appropriate, the DGCA may designate a foreign investigation

authority to conduct an investigation of aviation accident occurring in the
territory of Lebanon.
5.4.1.4 Any judicial or administration proceedings to apportion blame or liability

should be separate from any investigation conducted under these regulations.
5.4.2 Investigation Committee
For the purposes of carrying out an investigation into the circumstances and causes of
accidents to which these Regulations apply, the Minister shall convene an Accident
Investigation Committee. When an accident or an incident involves a civil and a military
aircraft, the Committee shall be composed of equal numbers of investigators appointed by
the Minister and those of the relevant Military Aviation Authority. The committee shall be
under the direction of the Investigator-in-Charge.
5.4.3 Investigator-In-Charge Designation
5.4.3.1 The Minister shall designate the Investigator-In-Charge of the investigation and
shall initiate the investigation immediately, and at least one experienced
investigator should be assigned to each investigation to provide the
required level of experience during an investigation.
5.4.3.2 The Investigator-In-Charge shall determine the depth and scope of the
investigation.
5.4.3.3 Without any prejudice to the power of an investigation to seek such advice or
assistance as he may deem necessary in making an investigation, the DGCA
may at the request of the Investigator-In-Charge, appoint additional experts
from whatever source, to assist the Investigator-In-Charge in a particular
investigation and such person(s) shall, for the purpose of doing so, have such
the powers of the Investigator-In-Charge.
5.4.3.4 If DGCA experts or experts from any other organization in Lebanon are used
for an aircraft accident or serious incident investigation, they would be relieved
from their regular duties during the period required to adequately complete their
tasks. In addition, all measures to avoid possible conflicts of interest, when
such experts are used for an investigation shall be taken.
5.4.4 Investigator-In-Charge Access and Control
5.4.4.1 The Investigator-in-Charge shall have unhampered access to the wreckage and
all relevant material, including flight recorders and ATS records, and shall have
unrestricted control over it to ensure that a detailed examination can be made
without delay by authorized personnel participating in the investigation.
5.4.4.2 The Investigator-In-Charge may at any time publish, or cause to be published,

information relating to an accident whether or not such an accident is subject to
an investigation or undergoing a reopening of the original investigation.

5.4.5 Furnishing of Information
When an accident, to which these Regulations applies, occurs, whether in the territory of
Lebanon or elsewhere, the owner, operator, pilot in command, hirer or any other person
involved in the loading or operation of the aircraft shall, if so required by notice in writing
given to him by the Investigator-In-Charge, send to the Investigator-In-Charge, within
such time as may be specified in the notice, such information as is in his possession or
control with respect to the accident and in such form as the Investigator-In-Charge may
require.
5.4.6 Serving of Notice and Documents
Any notice or other document required or authorized by any provision of these Regulations
to be served on or given to any person, may be served or given:
(a) by delivering it to that person;
(b) by leaving it at his usual or last-known residence or place of business, whether in

Lebanon or elsewhere;
(c) by sending it to him by post at that address; or
(d) by sending it to him at that address by telex or facsimile, in which case the document
is regarded as a served when received.
5.4.7 Obstruction of Investigation
5.4.7.1 A person shall not obstruct or impede an Investigator, or any person acting
under the authority of the DGCA, in the exercise of any powers or duties under
these Regulations.
5.4.7.2 A person shall not, without reasonable excuse, fail to comply with any
summons or requisition of an Investigator conducting an investigation or
undertaking any inquiries with a view to determining whether any investigation
should be held under these Regulations.
5.4.8 Form and Conduct of Investigations
5.4.8.1 An Investigation into any accident to which these Regulations apply may be a
formal investigation or a field investigation.
5.4.8.2 Public notice that a formal Investigation is taking place shall be given in such a
manner as the Investigator-In-Charge may decide and shall invite any persons
who desire to make representation concerning the circumstances or causes of
the accident, to do so in writing within the time to be specified in the notice.
5.4.8.3 All investigations shall be made in private.
5.4.8.4 Where it appears to the investigator in the course of any investigation that in
order to resolve any conflict of evidence or that for any other reason it is
expedient to do so, he may permit any person to appear before him and to call
evidence and examine witnesses.

5.4.8.5 The Investigator-In-Charge in co-ordination with the Accident Investigation

Committee may determine that any investigation being carried out into an
accident shall be discontinued. In the event of a formal investigation being
discontinued, no report shall be made thereon to the Director General. However
public notice should be given, in such a manner as the Investigator-In-Charge
may determine that the investigation has been discontinued.
5.4.8.6 Following the discontinuance of any investigation, the Investigator-In-Charge

shall submit to the DGCA, such information as he considers desirable in the
interest of the avoidance of accidents in the future.
5.5 Investigator-In-Charge’s Report and Appeal
5.5.1 Investigator’s Report
Subject to provision of paragraph 5.5.2 below, upon completion of a formal investigation,

the Investigator-In-Charge shall submit a Draft Final Report to the Director General. The
report shall state the facts relating to the accident followed by an analysis of the facts and
conclusions as to the causes of the accident, together with any proposed recommendations,
which the Investigator-In-Charge may develop with a view to the preservation of life and
the avoidance of accidents or incidents in the future.
5.5.2 Representation
5.5.2.1 No report(s) shall be submitted in accordance with paragraph 5.5.1 above, in

respect of an accident, until the Investigator-In-Charge has:
(a) where it appears to him to be practicable to do so, served notice under

this Regulation upon the operator and commander of the aircraft,
involved in the accident and or any person whose reputation is, in the
Investigator-In-Charge’s opinion, likely to be adversely affected by the
report or, if any of the foregoing be a deceased individual, upon such
person or persons as appear to the Investigator-In-Charge, at the time he
proposes to serve Notice, to represent best the interest of the deceased in
the matter; and
(b) considered any representative, which may be made to him in accordance

with sub-paragraph 5.5.2.3 below, by or on behalf of the persons served
with such a Notice.
5.5.2.2 The Notice referred to in sub-paragraph 5.2.2.1 above, shall include particulars
of any proposed analysis of facts and conclusions as to the cause or causes of
the accident, which may affect the person on whom or in respect of whom the
Notice is served.
5.5.2.3 Written representations made to the Investigator-In-Charge pursuant to sub-

paragraph 5.5.2.1 above shall be within 28 days from the service of the Notice
referred to in that sub-paragraph. The Investigator-In-Charge shall have the
power to extend such period, and this power may be exercised not withstanding
that the period so prescribed has expired.

5.5.2.4 After considering the written representation, the Investigator-In-Charge may

determine that the person(s) concerned shall be heard by the Committee and
shall have the right to give evidence, produce witnesses and examine any other
witnesses giving evidence. The investigator(s) who made the report shall be
entitled to be heard.
5.5.2.5 The Accident Investigation Committee shall have full investigative powers
under these regulations, and in addition, the Investigator-In-Charge may
administer an oath to or require a solemn affirmation from any witness.
5.5.2.6 When new and important evidence is given which was not provided to the
original investigation, the Committee may recommend that the investigation be
reopened.
5.5.2.7 Where at any time the Committee is satisfied that any of the findings and
conclusions in the Investigator-In-Charge’s report do not adversely affect the
reputation of the person in respect of whom the Notice was served, the
Committee may recommend to the Investigator-In-Charge that the proceedings
in respect of those findings and conclusions be discontinued and the report be
submitted to the DGCA.
5.5.3 Flight Recorders
5.5.3.1 The DGCA, when conducting the investigation, shall arrange for the readout of
the flight recorders without delay. Effective use shall be made of flight
recorders in the investigation of all accidents and incidents.
5.5.3.2 In the event that the DGCA does not have adequate facilities to read out the
flight recorders, it shall use the facilities made available to it by other States,
giving consideration to the following:
(a) the capabilities of the readout facility;
(b) the timeliness of the readout; and
(c) the location of the readout facility.
5.5.4 Autopsy Examinations
The DGCA, when conducting the investigation into a fatal accident, shall arrange for
complete autopsy examination of fatally injured flight crew and, subject to the particular
circumstances, of fatally injured passengers and cabin crew, by a pathologist, preferably
experienced in accident investigation. These examinations shall be expeditious and
complete.
5.5.5 Co-ordination, Judicial Authorities
The DGCA, when conducting the investigation, shall recognize the need for co-ordination
between the Investigator-In-Charge and the judicial authorities. Particular attention shall be
given to evidence, which requires prompt recording and analysis for the investigation to be
successful, such as the examination and identification of victims and readouts of flight
recorder recordings.

5.5.6 Medical Examination
When appropriate, the DGCA should arrange for the medical examination of the crew,
passengers and involved aviation personnel by a physician, preferably experienced in
accident investigation. These examinations should be expeditious.
5.5.7 Informing Aviation Security Authorities
5.5.7.1 If, in the course of investigation it becomes known, or it is suspected, that an act
of unlawful interference was involved, the Investigator-In-Charge shall
immediately initiate action to ensure that the aviation security authorities of the
State(s) concerned are so informed.
5.5.7.2 If the Investigation-In-Charge finds evidence or suspects that the accident or
incident was a result of a criminal act, he shall refer the matter to the competent
and relevant judicial authorities of the State(s) concerned with a view to the
institution of necessary legal proceedings.
5.5.8 Disclosure of Records
5.5.8.1 The DGCA, when conducting the investigation into an accident or incident,
shall not make the following records available for purposes other than accident
or incident investigation, unless the appropriate authority for the administration
of justice in Lebanon determines that their disclosure outweighs the adverse
domestic and international impact such action may have on that or any future
investigations:
(a) all statements taken from persons in the course of the investigation;
(b) all communications between persons having been involved in the

operation of the aircraft;
(c) medical or private information regarding persons involved in the accident

or incident;
(d) cockpit voice recordings and transcripts from such recordings;
(e) recordings and transcripts of recordings from air traffic control units; and
(f) opinions expressed in the analysis of information, including flight

recorder information.
5.5.8.2 These records shall be included in the Final Report or its appendices only when
pertinent to the analysis of the accident or incident. Parts of the records not
relevant to the analysis shall not be disclosed.
5.5.9 Re-opening of Investigation
5.5.9.1 If after the DGCA investigation has been closed, new and significant evidence
becomes available, the DGCA, if it conducted the investigation, shall reopen it.
However, if the DGCA intends to reopen an investigation that originally was
instituted by a foreign State, the DGCA shall first obtain the consent of that
State.

5.5.9.2 Any reopened investigation shall be subject to and conducted in accordance

with the provisions of this Chapter.
5.6 Provision of Information - Accidents and Incidents
5.6.1 The DGCA shall, on request from the State conducting the investigation of an accident or
an incident, provide that State with all the relevant information available to it throughout
the investigation.
5.6.2 The DGCA, in regard to any facilities or services of which have been, or would normally
have been, used by an aircraft prior to an accident or an incident, and which has
information pertinent to the investigation, shall provide such information to the State
conducting the investigation.
5.7 Responsibility of the State of Registry and the State of the Operator
5.7.1 Flight Recorders
When an aircraft involved in an accident or a serious incident lands in a State other than the
State of Occurrence, the DGCA, as the State of Registry or the State of the Operator, shall,
on request from the State conducting the investigation, furnish the latter State with the
flight recorder records and, if necessary, the associated flight recorders.
5.7.2 Organizational Information
The DGCA, as the State of Registry and/ or the State of the Operator on request from the
State conducting the investigation, shall provide pertinent information on any organization
whose activities may have directly or indirectly influenced the operation of the aircraft.
5.8 Participation in the Investigation
5.8.1 Rights
The DGCA shall entitle the State of Registry, the State of the Operator, the State of Design
and the State of manufacture to appoint an accident representative to participate in its
investigation.
5.8.2 Operator - Adviser
The State of Registry or the State of the Operator shall also be entitled to appoint one or
more advisers proposed by the operator to assist its accredited representative. When neither
the State of Registry nor the State of the Operator appoints an accredited representative, the
DGCA, as the State conducting the investigation should invite the operator to participate.
5.8.3 Organization Responsible for Type Design and the Final Assembly of Aircraft - Adviser
The State of Registry or the State of the Operator shall also be entitled to appoint one or
more advisers proposed by the operator to assist its accredited representative. When neither
the State of Manufacture nor the State of the Design appoints an accredited representative,
the DGCA, as the State conducting the investigation should invite the Organization
Responsible for Type Design and the Final Assembly of Aircraft to participate.

5.8.4 Obligations
When a State conducting an investigation of an accident to an aircraft of a maximum mass

of over 2250 Kg specifically request participation by the DGCA, as the State of Registry
and the State of the Operator, the DGCA shall appoint an accredited representative.
5.8.5 DGCA Lebanon should ensure that it appoints advisers proposed, as applicable, by
the operator or by the organizations responsible for the type design and the final
assembly of the aircraft.
5.8.6 If Lebanon has suffered fatalities or serious injuries to its citizens, established and
implemented procedures to send an expert to the State of Occurrence.
5.9 Participation of Other States
5.9.1 Rights
The DGCA, as the authority conducting the investigation, shall entitle any State, which on
request provides information, facilities or experts, to appoint an accredited representative to
participate in the investigation.
5.10 Entitlement of Accredited Representatives
5.10.1 Advisers
5.10.1.1 A State entitled to appoint an accredited representative shall also be entitled to

appoint one or more advisers to assist the accredited representative in the
investigation.
5.10.1.2 Advisers assisting an accredited representative shall be permitted, under the

accredited representative’s supervision, to participate in the investigation to the
extent necessary to enable the accredited representative to make his or her
participation effective.
5.10.2 Participation
Participation in the investigation shall confer entitlement to participate in all aspects of the
investigation, under the control of the Investigator-In-Charge, in particular to:
(a) visit the scene of the accident;
(b) examine the wreckage;
(c) obtain witness information and suggest areas of questioning;
(d) have full access to all relevant evidence as soon as possible;
(e) receive copies of all pertinent documents;
(f) participate in readouts of recorded media;

(g) participate in off-scene investigative activities such as component examinations,

technical briefings, tests and stimulations;
(h) participate in investigation process meetings including deliberation related to

analysis, findings, causes and safety recommendations; and
(i) make submissions in respect of the various elements of the investigation.
5.10.3 Limitations
However, participation of States other than the State of Registry, the State of the Operator,
the State of Design and the State of Manufacture, shall be limited to those matters which
entitled such States to participate under paragraph 5.9.1.
5.10.4 Obligations
The accredited representative and his or her advisers;
(a) Shall provide the State conducting the investigation with all relevant information
available to them; and
(b) Shall not divulge information on the progress and the findings of the investigation
without the express consent of the State conducting the investigation.
5.11 Participation of States having suffered Fatalities or Serious Injuries to its citizens
5.11.1 Rights and Entitlement
A State, which has a special interest in an accident, by virtue of fatalities or serious injuries
to its citizens shall, upon making a request to do so, be entitled to appoint an expert who
shall be entitled to:
(a) visit the scene of the accident;
(b) have access to all relevant factual information;
(c) participate in the identification of the victims;
(d) assist in questioning surviving passengers who are citizens of the expert’s State; and
(e) receive a copy of the Final Report.

SECTION 6
FINAL REPORT
6.1 Consultation
6.1.1 The DGCA, if conducting the investigation, shall send a copy of the draft Final Report to
the following States that participated in the investigation, inviting their significant and
substantiated comments on the Report as soon as possible. The draft Final Report of the
investigation shall be sent for comments to;
(a) the State of Registry;
(e) any State that participated in the investigation.
(f) Operator through the State of Operator.
(g) Organization responsible for the type design and the final assembly of the aircraft
through the state of design and manufacture.
6.1.2 If the DGCA receives comments within sixty days of the date of the transmittal letter, it
shall either amend the draft Final Report to include the substance of the comments received
or, if desired by the State that provided comments, append the comments to the Final
Report. If the DGCA receives no comments within sixty days of the date of the transmittal
letter, it shall issue the Final Report to the recipient States unless an extension of that
period has been agreed by the States concerned.
6.2 Recipients
The Final Report of the investigation of an accident shall be sent with a minimum of delay by the DGCA
to:
(a) the State which instituted the investigation;
(b) the State of Registry;
(c) the State of the Operator;
(d) the State of Design;
(e) the State of Manufacture;
(f) any State that participated in the investigation;
(g) any State having suffered fatalities or serious injuries to its citizens;

(h) any State which provided relevant information, significant facilities or experts; and
(i) the International Civil Aviation Organization, only for accident or incident involving an
aircraft of a maximum mass of over 5700 Kg.
6.3 Release of Information — Consent
The DGCA who participating in investigation of another state’s investigation shall not circulate,
publish or give unauthorized access to a draft report or any part thereof, or any documents
obtained during an investigation without the express consent of the State which conducted
the investigation, unless such reports or documents have been already published or
released by that latter State
6.4 Publication of Reports
6.4.1 Public Access
6.4.1.1 In the interest of accident prevention, the DGCA shall make the Final Report
publically available as soon as possible and, if possible, within twelve months
of the date of the occurrence.
6.4.1.2 If the report cannot be made publicly available within twelve months, the
DGCA conducting the investigation shall make an interim statement publicly
available on each anniversary of the occurrence, detailing the progress of the
investigation and any safety issues raised.
6.4.2 Format
Appendix 1 of LAR Part X and ICAO Annex 13 - Appendix should be used for the format
of the Final Report.
6.5 Safety Recommendations
6.5.1 At any stage of the investigation of an accident or incident, the DGCA, as the accident or
incident investigation authority, shall recommend to the appropriate authorities, including
those in other States, any preventive action, that it considers necessary to be taken promptly
to enhance aviation safety.
6.5.2 The DGCA, if conducting the investigations of accidents or incidents, shall address, when
appropriate any safety recommendations arising out of its investigations to the accident
investigation authorities of other State(s) concerned and, when ICAO documents are
involved, to ICAO.
6.6 Action on Safety Recommendations
On receipt of any safety recommendations or other proposals for preventive action received, the DGCA
shall inform the proposing State of the preventive action taken or under consideration, or the reasons why
no action will be taken.

SECTION 7
ADREP REPORTING
7.1 Preliminary Report
7.1.1 Accidents to Aircraft over 2250 Kg
When the aircraft involved in an accident is of maximum mass of over 2250 Kg, the
DGCA, if conducting the investigation, shall send a Preliminary Report to:
(a) the State of Registry or the State of Occurrence, as appropriate;
(d) the State of Manufacture;
(e) any State which provided relevant information, significant facilities or experts; and
(f) the International Civil Aviation Organization.
7.1.2 Accidents to Aircraft of 2250 Kg or Less
When an aircraft of a maximum mass of 2250 Kg or less is involved in an accident, and

when airworthiness or matters considered to be of interest to other States are involved, the
DGCA, if conducting the investigation, shall forward the Preliminary Report to:
(a) the State of Registry or the state of Occurrence, as appropriate;
(e) any State which provided relevant information, significant facilities or experts.
7.1.3 Language
The Preliminary Report shall be submitted to appropriate States and to the International
Civil Aviation Organization in the English language.
7.1.4 Dispatch
The Preliminary Report shall be sent by facsimile, e-mail, or airmail within thirty days of
the date of the accident unless the Accident/Incident Data Report has been sent by that
time. When matters directly affecting safety air involved, it shall be sent as soon as the
information is available and by the most suitable and quickest means available.

7.2 Accident / Incident Data Report
7.2.1 Accidents to Aircraft over 2250 Kg
When the aircraft involved in an accident is of maximum mass of over 2250 Kg, the
DGCA, if conducting the investigation, shall send, as soon as practicable after the
investigation, the Accident Data Report to the International Civil Aviation Organization.
7.2.2 Incidents involving Aircraft over 5700 Kg
If the DGCA conducts an investigation into an accident to an aircraft of a maximum mass

of over 5700 Kg, the DGCA shall send, as soon as practicable after the investigation, the
Incident Data Report to the International Civil Aviation Organization.
7.2.3. Additional Information
The DGCA, if conducting the investigation, shall, upon request, provide other States with
pertinent information additional to that made available in the Accident/Incident Data
Report.

SECTION 8
ACCIDENT PREVENTION MEASURES
8.1 Incident Reporting System
8.1.1 The DGCA shall establish a mandatory incident reporting system to facilitate collection of
information on actual or potential safety deficiencies.
8.1.2 The DGCA shall establish a voluntary incident reporting system to facilitate collection of
information on actual or potential safety deficiencies that may not be captured by the
mandatory incident reporting system.
8.1.3 A voluntary incident reporting system shall be non-punitive and afford protection to the
sources of the information.
8.2 Data Base Systems and Analyses - Preventive Actions
8.2.1 The DGCA shall establish and maintain an accident and incident database to facilitate the
effective analysis of information on actual or potential safety deficiencies obtained,
including that from its incident reporting systems, and to determine any preventive actions
required.
8.2.2 The database systems should use standardized formats to facilitate data exchange.
8.2.3 The DGCA should, following the identification of preventive actions required to address
actual or potential safety deficiencies, implement these actions and establish a process to
monitor implementation and effectiveness of the responses.
8.2.4 The DGCA, in the analysis of the information contained in its database, identifies safety
matters considered to be of interest to other States, that State should forward such safety
information to them as soon as possible.
8.2.5 In addition to safety recommendations arising from accident and incident investigations,
safety recommendations may result from diverse sources, including safety studies. If safety
recommendations are addressed to an organization in another State, they should also be
transmitted to that State’s investigation authority.
8.3 Exchange of Safety Information and Location
8.3.1 The DGCA should promote the establishment of safety information sharing networks
among all users of the aviation system and should facilitate the free exchange of
information on actual and potential safety deficiencies.

APPENDIX 1
FORMAT OF THE FINAL REPORT
I. Purpose
The purpose of this format is to present the Final Report in a convenient and uniform manner.
Detailed guidance on completing each section of the Final Report is found in the Manual of Aircraft
Accident and Incident Investigation (Doc 9756).
II. Format
Title: The Final Report begins with a title comprising:
name of the operator; manufacturer, model, nationality and registration marks of the aircraft; place
and date of the accident or incident.
Synopsis: Following the title is a synopsis describing briefly all relevant information regarding:
notification of accident to national and foreign authorities; identification of the accident

investigation authority and accredited representation; organization of the investigation; authority
releasing the report and date of publication; and concluding with a brief résumé of the
circumstances leading to the accident.
Body: The body of the Final Report comprises the following main headings:
1. Factual information
2. Analysis
3. Conclusions
4. Safety recommendations
each heading consisting of a number of subheadings as outlined in the following.
Appendices: Include as appropriate.
III. In preparing a Final Report, using this format, ensure that:
a) all information relevant to an understanding of the factual information, analysis and

conclusions is included under each appropriate heading;
b) where information in respect of any of the items in 1.— Factual information is not available,
or is irrelevant to the circumstances leading to the accident, a note to this effect is included
under the appropriate subheadings.

1. Factual Information
1.1 History of the flight:
A brief narrative giving the following information:
- Flight number, type of operation, last point of departure, time of departure (local time or
UTC), and point of intended landing.
- Flight preparation, description of the flight and events leading to the accident, including
reconstruction of the significant portion of the flight path, if appropriate.
- Location (latitude, longitude, elevation), time of the accident (local time or UTC), whether day
or night.
1.2 Injuries to persons:
Completion of the following (in numbers):
Injuries Crew Passengers Others

Fatal
Serious
Minor/None
1.3 Damage to aircraft:
Brief statement of the damage sustained by aircraft in the accident (destroyed, substantially
damaged, slightly damaged, no damage).
1.4 Other damage:
Brief description of damage sustained by objects other than the aircraft.
1.5 Personnel information:
a) Pertinent information concerning each of the flight crew members including: age, validity of
licenses, ratings, mandatory checks, flying experience (total and on type) and relevant
information on duty time.
b) Brief statement of qualifications and experience of other crew members.
c) Pertinent information regarding other personnel, such as air traffic services, maintenance, etc.,
when relevant.
1.6 Aircraft information:
a) Brief statement on airworthiness and maintenance of the aircraft (indication of deficiencies

known prior to and during the flight to be included, if having any bearing on the accident).

b) Brief statement on performance, if relevant, and whether the mass and centre of gravity were
within the prescribed limits during the phase of operation related to the accident. (If not and if
of any bearing on the accident give details).
c) Type of fuel used.
1.7 Meteorological information:
a) Brief statement on the meteorological conditions appropriate to the circumstances including

both forecast and actual conditions, and the availability of meteorological information to the
crew.
b) Natural light conditions at the time of the accident (sunlight, moonlight, twilight, etc.).
1.8 Aids to navigation:
Pertinent information on navigation aids available, including landing aids such as ILS, MLS,
NDB, PAR, VOR, visual ground aids, etc., and their effectiveness at the time.
1.9 Communications:
Pertinent information on aeronautical mobile and fixed service communications and their
effectiveness.
1.10 Aerodrome information:
Pertinent information associated with the aerodrome, its facilities and condition, or with the take-
off or landing area if other than an aerodrome.
1.11 Flight recorders:
Location of the flight recorder installations in the aircraft, their condition on recovery and pertinent
data available therefrom.
1.12 Wreckage and impact information:
General information on the site of the accident and the distribution pattern of the wreckage;
detected material failures or component malfunctions. Details concerning the location and state of
the different pieces of the wreckage are not normally required unless it is necessary to indicate a
break-up of the aircraft prior to impact. Diagrams, charts and photographs may be included in this
section or attached in the Appendices.
1.13 Medical and pathological information:
Brief description of the results of the investigation undertaken and pertinent data available
therefrom.
1.14 Fire:
If fire occurred, information on the nature of the occurrence, and of the firefighting equipment used
and its effectiveness.

1.15 Survival aspects:
Brief description of search, evacuation and rescue, location of crew and passengers in relation to
injuries sustained, failure of structures such as seats and seat-belt attachments.
1.16 Tests and research:
Brief statements regarding the results of tests and research.
1.17 Organizational and management information.
Pertinent information concerning the organizations and their management involved in influencing
the operation of the aircraft. The organizations include, for example, the operator; the air traffic
services, airway, aerodrome and weather service agencies; and the regulatory authority. The
information could include, but not be limited to, organizational structure and functions, resources,
economic status, management policies and practices, and regulatory framework.
1.18 Additional information:
Relevant information not already included in 1.1 to 1.17.
1.19 Useful or effective investigation techniques:
When useful or effective investigation techniques have been used during the investigation, briefly
indicate the reason for using these techniques and refer here to the main features as well as
describing the results under the appropriate subheadings 1.1 to 1.18.
2. Analysis
Analyse, as appropriate, only the information documented in 1. — Factual information and which is
relevant to the determination of conclusions and causes.
3. Conclusions
List the findings, causes and contributing factors established in the investigation. The list of causes should
include both the immediate and the deeper systemic causes.
4. Safety Recommendations
As appropriate, briefly state any recommendations made for the purpose of accident prevention and
identify safety actions already implemented.
APPENDICES
Include, as appropriate, any other pertinent information considered necessary for the understanding of the
report.
_____________________

APPENDIX 2 - FORM 1
AIRCRAFT ACCIDENT/INCIDENT NOTIFICATION FORM

FROM DGCA TO COMPETENT AUTHORITIES
TO:
State of Manufacture: Fax: Tel:
State of Design:
State of Registry:
State of The Operator:
Other State:
ICAO:
FROM:
Name: Fax: Tel:
a) Type of Occurrence: Accident Incident

b) Manufacturer, Model:
Serial No.:
Nationality:
Registration Marks:
c) Name of Owner:
Operator & Hirer:
Qualification of Pilot-in-Command:
Nationality of Crew:
Nationality of Passengers:
d) Date of Occurrence:
Time of Occurrence (UTC):
e) Last point of departure:
Point of intended landing:
f) Position of aircraft with reference to a
defined geographical point:
Latitude:
Longitude:
g) Number of persons on board:
Crew: Passengers: Others:
Number of injured:
Number of fatalities:
h) Description of the Occurrence & extent of
damage to Aircraft:
i) Extent of Investigation or Delegation:
Issue 2 - Rev. 0 39/64 12 May 2017

j) Physical characteristics of occurrence area:

k) Identification of Originating Authority Name: Tel: Fax:
Investigator In-charge Name: Mobile: Tel: Fax:
l) Dangerous Goods on board:
Special Attention Notes:
Name: Signature:
Issue 2 - Rev. 0 40/64 12 May 2017

APPENDIX 2 - FORM 2
AIRCRAFT ACCIDENT/INCIDENT NOTIFICATION FORM

TO DGCA
To: DGCA of Lebanon Facsimile: 00 961 1 629010 Phone: 00 961 628195
From: Facsimile: Phone:
Type of Occurrence () Tick as Appropriate Accident Incident
Aircraft Involved
Type and Model

Manufacturer Serial Number
Nationality
Registration Marks
Name of Owner or Hirer:

Name & Address of Operator:
Pilot in Command Name & Qualifications:
Brief Description of Occurrence:
Date Time Location Latitude Longitude

Last Point of Departure Point of Intended Landing
Number of Injured Crew Passengers
Number of Fatalities Crew Passengers
Description and Extent of Aircraft Damage:
Description and Extent of Damage to Others (People, Buildings, other aircraft) Specify:
Additional Details (If Relevant to this report):
Name: Signature:
Issue 2 - Rev. 0 41/64 12 May 2017

APPENDIX 2 - FORM 3
UAS ACCIDENT/INCIDENT NOTIFICATION FORM

TO DGCA
To: DGCA of Lebanon Facsimile: 00 961 1 629010 Phone: 00 961 628195
From: Facsimile: Phone:
Type of Occurrence () Tick as Appropriate Accident Incident
Aircraft Involved
Type and Model

Manufacturer Serial Number
Nationality
Registration Marks
Name of Owner or Hirer:

Name & Address of Operator:
Pilot in Command Name & Qualifications:
Brief Description of Occurrence:
Date Time Location Latitude Longitude

Last Point of Departure Point of Intended Landing
Number of Injured Crew Others
Number of Fatalities Crew Others
Description and Extent of Aircraft Damage:
Description and Extent of Damage to Others (People, Buildings, other aircraft) Specify:
Additional Details (If Relevant to this report):
Name: Signature:

APPENDIX 3
FLIGHT RECORDERS REQUIREMENTS
1. Flight recorders
1.1 Flight data recorders and aircraft data recording systems
1.1.1 Types
1.1.1.1 Types I and IA FDR shall record the parameters required to determine accurately the
aeroplane flight path, speed, attitude, engine power, configuration and operation.
1.1.1.2 Types II and IIA FDRs shall record the parameters required to determine accurately
the aeroplane flight path, speed, attitude, engine power and configuration of lift and
drag devices.
1.1.2 Operation
1.1.2.1 All turbine-engined aeroplanes of a maximum certificated take-off mass of 5 700 kg

or less for which a type certificate is first issued on or after 1 January 2016 shall be
equipped with:
a) a Type II FDR; or
b) a Class C AIR capable of recording flight path and speed parameters displayed
to the pilot(s); or
c) an ADRS capable of recording the essential parameters defined in Table A8-3 of

Appendix 8.
1.1.2.2 Recommendation
All turbine-engined aeroplanes of a maximum certificated take-off mass of 5 700 kg

or less for which the individual certificate of airworthiness is first issued on or after 1
January 2016 should be equipped with:
a) a Type II FDR; or
b) a Class C AIR capable of recording flight path and speed parameters displayed to
the pilot(s); or
c) an ADRS capable of recording the essential parameters defined in Table A8-3 of
Appendix 8.
1.1.2.3 All aeroplanes of a maximum certificated take-off mass of over 27 000 kg for which
the individual certificate of airworthiness is first issued on or after 1 January 1989
shall be equipped with a Type I FDR.
1.1.2.4 All aeroplanes of a maximum certificated take-off mass of over 5 700 kg, up to and
including 27 000 kg, for which the individual certificate of airworthiness is first
issued on or after 1 January 1989, shall be equipped with a Type II FDR.

1.1.2.5 All multi-engined turbine-engined aeroplanes of a maximum certificated take-off

mass of 5 700 kg or less for which the individual certificate of airworthiness is first
issued on or after 1 January 1990 should be equipped with a Type IIA FDR.
1.1.2.6 All turbine-engined aeroplanes, for which the individual certificate of airworthiness
was first issued on or after 1 January 1987 but before 1 January 1989, with a
maximum certificated take-off mass of over 5 700 kg, except those in 1.1.1.2.8, shall
be equipped with an FDR which shall record time, altitude, airspeed, normal
acceleration and heading.
maximum certificated take-off mass of over 5 700 kg, except those in 1.1.1.2.8,
should be equipped with an FDR which shall record time, altitude, airspeed, normal
acceleration, heading and such additional parameters as are necessary to determine
pitch attitude, roll attitude, radio transmission keying and power on each engine.
maximum certificated take-off mass of over 27 000 kg that are of types of which the
prototype was certificated by the appropriate national authority after 30 September
1969 shall be equipped with a Type II FDR.
was first issued before 1 January 1987, with a maximum certificated take-off mass of
over 5 700 kg shall be equipped with an FDR which shall record time, altitude,
airspeed, normal acceleration and heading.
over 27 000 kg that are of types of which the prototype was certificated by the
appropriate national authority after 30 September 1969 should be equipped with an
FDR which should record, in addition to time, altitude, airspeed, normal acceleration
and heading, such additional parameters as are necessary to meet the objectives of
determining:
a) the attitude of the aeroplane in achieving its flight path; and
b) the basic forces acting upon the aeroplane resulting in the achieved flight path
and the origin of such basic forces.
the individual certificate of airworthiness is first issued after 1 January 2005 shall be
equipped with a Type IA FDR.
1.1.2.12 All aeroplanes which are required to record normal acceleration, lateral acceleration
and longitudinal acceleration for which a type certificate is first issued on or after 1
January 2016 and which are required to be fitted with an FDR shall record those
parameters at a maximum sampling and recording interval of 0.0625 seconds.

1.1.2.13 All aeroplanes which are required to record pilot input and/or control surface
position of primary controls (pitch, roll, yaw) for which a type certificate is first
issued on or after 1 January 2016 and which are required to be fitted with an FDR
shall record those parameters at a maximum sampling and recording interval of
0.125 seconds.
1.1.3 Discontinuation
1.1.3.1 The use of engraving metal foil FDRs shall be discontinued.
1.1.3.2 The use of analogue FDRs using frequency modulation (FM) should be
discontinued.
1.1.3.3 The use of analogue FDRs using frequency modulation (FM) shall be discontinued
by 1 January 2012.
1.1.3.4 The use of photographic film FDRs shall be discontinued.
1.1.3.5 The use of magnetic tape FDRs should be discontinued by 1 January 2011.
1.1.3.6 The use of magnetic tape FDRs shall be discontinued by 1 January 2016.
1.1.4 Duration
All FDRs shall be capable of retaining the information recorded during at least the last 25 hours
of their operation, except for the Type IIA FDR which shall be capable of retaining the
information recorded during at least the last 30 minutes of its operation.
1.2 Cockpit voice recorders and cockpit audio recording systems
1.2.1 Operation
1.2.1.1 All turbine-engined aeroplanes for which a type certificate is first issued on or after 1
January 2016 and required to be operated by more than one pilot shall be equipped
with either a CVR or a CARS.
1.2.1.2 All turbine-engined aeroplanes for which the individual certificate of airworthiness
is first issued on or after 1 January 2016 and required to be operated by more than
one pilot should be equipped with either a CVR or a CARS.
the individual certificate of airworthiness is first issued on or after 1 January 2003,
shall be equipped with a CVR capable of retaining the information recorded during
at least the last two hours of its operation.
the individual certificate of airworthiness is first issued on or after 1 January 1987
shall be equipped with a CVR.

over 27 000 kg that are of types of which the prototype was certificated by the
appropriate national authority after 30 September 1969 shall be equipped with a
CVR.
over 5 700 kg up to and including 27 000 kg that are of types of which the prototype
was certificated by the appropriate national authority after 30 September 1969
should be equipped with a CVR.
1.2.2 Discontinuation
1.2.2.1 The use of magnetic tape and wire CVRs shall be discontinued by 1 January 2016.
1.2.2.2 The use of magnetic tape and wire CVRs should be discontinued by 1 January 2011.
1.2.3 Duration
1.2.3.1 All CVRs shall be capable of retaining the information recorded during at least the
last 30 minutes of their operation.
1.2.3.2 From 1 January 2016, all CVRs shall be capable of retaining the information
recorded during at least the last two hours of their operation.
1.2.3.3 All aeroplanes, for which the individual certificate of airworthiness is first issued on
or after 1 January 1990, and that are required to be equipped with a CVR, should
have a CVR capable of retaining the information recorded during at least the last two
hours of their operation.
1.3 Data link recorders
1.3.1 Applicability
1.3.1.1 All aeroplanes for which the individual certificate of airworthiness is first issued on
or after 1 January 2016, which utilize any of the data link communications
applications listed in 5.1.2 of Appendix 8 and are required to carry a CVR, shall
record on a flight recorder the data link communications messages.
1.3.1.2 All aeroplanes which are modified on or after 1 January 2016 to install and utilize
any of the data link communications applications listed in 5.1.2 of Appendix 8 and
are required to carry a CVR shall record on a flight recorder the data link
communications messages.
1.3.2 Duration
The minimum recording duration shall be equal to the duration of the CVR.
1.3.3 Correlation
Data link recording shall be able to be correlated to the recorded cockpit audio.

1.4 Flight recorders — general
1.4.1 Construction and installation
Flight recorders shall be constructed, located and installed so as to provide maximum practical
protection for the recordings in order that the recorded information may be preserved, recovered
and transcribed. Flight recorders shall meet the prescribed crashworthiness and fire protection
specifications.
1.4.2 Operation
1.4.2.1 Flight recorders shall not be switched off during flight time.
1.4.2.2 To preserve flight recorder records, flight recorders shall be deactivated upon
completion of flight time following an accident or incident. The flight recorders shall
not be reactivated before their disposition as determined in accordance with Aviation
Accident and Incident Investigation Regulations.
1.4.3 Continued serviceability
Operational checks and evaluations of recordings from the flight recorder systems shall be
conducted to ensure the continued serviceability of the recorders.
1.4.4 Flight recorder electronic documentation
The documentation requirement concerning FDR and ADRS parameters provided by operators to
accident investigation authorities should be in electronic format and take account of industry
specifications.
1.4.5 Combination recorders
the type certificate is first issued on or after 1 January 2016 and which are required
to be equipped with both a CVR and an FDR, should be equipped with two
combination recorders (FDR/CVR).
the type certificate is first issued on or after 1 January 2016 and which are required
to be equipped with both a CVR and an FDR, shall be equipped with two
combination recorders (FDR/CVR). One recorder shall be located as close to the
cockpit as practicable and the other recorder located as far aft as practicable.
1.4.5.3 All aeroplanes of a maximum certificated take-off mass over 5 700 kg, required to be
equipped with an FDR and a CVR, may alternatively be equipped with two
combination recorders (FDR/CVR).
1.4.5.4 All multi-engined turbine-powered aeroplanes of a maximum certificated take-off

mass of 5 700 kg or less, required to be equipped with an FDR and/or a CVR, may
alternatively be equipped with one combination recorder (FDR/CVR).

ATTACHMENT A
FLIGHT RECORDERS
The material in this Attachment concerns flight recorders intended for installation in aeroplanes engaged
in international air navigation. Crashed protected flight recorders comprise four systems: a flight data
recorder (FDR), a cockpit voice recorder (CVR), an airborne image recorder (AIR) and a data link
recorder (DLR). Lightweight flight recorders comprise four systems, an aircraft data recording system
(ADRS), a cockpit audio recording system (CARS), an airborne image recording system (AIRS) and a
data link recording system (DLRS).
1. General requirements
1.1 The flight recorder systems containers shall:
a) be painted a distinctive orange or yellow color;

b) carry reflective material to facilitate their location; and
c) have securely attached an automatically activated underwater locating device.
1.2 The flight recorder systems shall be installed so that:
a) the probability of damage to the recordings is minimized;

b) they receive electrical power from a bus that provides the maximum reliability for operation of
the flight recorder systems without jeopardizing service to essential or emergency loads;
c) there is an aural or visual means for pre-flight checking that the flight recorder systems are
operating properly; and
d) if the flight recorder systems have a bulk erasure device, the installation shall be designed to
prevent operation of the device during flight time or crash impact.
1.3 The flight recorder systems, when tested by methods approved by the appropriate certificating
authority, shall be demonstrated to be suitable for the environmental extremes over which they are
designed to operate.
1.4 Means shall be provided for an accurate time correlation between the flight recorder systems
recordings.
1.5 The manufacturer shall provide the appropriate certificating authority with the following
information in respect of the flight recording systems:
a) manufacturer’s operating instructions, equipment limitations and installation procedures;

b) parameter origin or source and equations which relate counts to units of measurement; and
c) manufacturer’s test reports.
2. Flight Data Recorder (FDR)
2.1 The flight data recorder shall start to record prior to the aeroplane moving under its own power and
record continuously until the termination of the flight when the aeroplane is no longer capable of
moving under its own power.

2.2 Parameters to be recorded
2.2.1 Flight data recorders shall be classified as Type I, Type IA, Type II and Type IIA
depending upon the number of parameters to be recorded and the duration required for
retention of the recorded information.
2.2.2 The parameters that satisfy the requirements for FDRs are listed in the paragraphs below.
The number of parameters to be recorded shall depend on aeroplane complexity. The
parameters without an asterisk (*) are mandatory parameters which shall be recorded
regardless of aeroplane complexity. In addition, the parameters designated by an asterisk
(*) shall be recorded if an information data source for the parameter is used by aeroplane
systems or the flight crew to operate the aeroplane. However, other parameters may be
substituted with due regard to the aeroplane type and the characteristics of the recording
equipment.
2.2.2.1 The following parameters shall satisfy the requirements for flight path and
speed:
- Pressure altitude
- Indicated airspeed or calibrated airspeed
- Air-ground status and each landing gear air-ground sensor when
practicable
- Total or outside air temperature
- Heading (primary flight crew reference)
- Normal acceleration
- Lateral acceleration
- Longitudinal acceleration (body axis)
- Time or relative time count
- Navigation data*: drift angle, wind speed, wind direction,
latitude/longitude
- Groundspeed*
- Radio altitude*
2.2.2.2 The following parameters shall satisfy the requirements for attitude:
- Pitch attitude
- Roll attitude
- Yaw or sideslip angle*
- Angle of attack*
2.2.2.3 The following parameters shall satisfy the requirements for engine power:
- Engine thrust/power: propulsive thrust/power on each engine, cockpit

thrust/power lever position
- Thrust reverse status*
- Engine thrust command*
- Engine thrust target*
- Engine bleed valve position*
- Additional engine parameters*: EPR, N1, indicated vibration level, N2,
EGT, TLA, fuel flow, fuel cut-off lever position, N3

2.2.2.4 The following parameters shall satisfy the requirements for configuration:
- Pitch trim surface position

- Flaps*: trailing edge flap position, cockpit control selection
- Slats*: leading edge flap (slat) position, cockpit control selection
- Landing gear*: landing gear, gear selector position
- Yaw trim surface position*
- Roll trim surface position*
- Cockpit trim control input position pitch*
- Cockpit trim control input position roll*
- Cockpit trim control input position yaw*
- Ground spoiler and speed brake*: Ground spoiler position, ground spoiler
selection, speed brake position, speed brake selection
- De-icing and/or anti-icing systems selection*
- Hydraulic pressure (each system)*
- Fuel quantity in CG trim tank *
- AC electrical bus status*
- DC electrical bus status*
- APU bleed valve position*
- Computed centre of gravity*
2.2.2.5 The following parameters shall satisfy the requirements for operation:
- Warnings
- Primary flight control surface and primary flight control pilot input: pitch
axis, roll axis, yaw axis
- Marker beacon passage
- Each navigation receiver frequency selection
- Manual radio transmission keying and CVR/FDR synchronization
reference
- Autopilot/autothrottle/AFCS mode and engagement status*
- Selected barometric setting*: pilot, first officer
- Selected altitude (all pilot selectable modes of operation)*
- Selected speed (all pilot selectable modes of operation)*
- Selected Mach (all pilot selectable modes of operation)*
- Selected vertical speed (all pilot selectable modes of operation)*
- Selected heading (all pilot selectable modes of operation)*
- Selected flight path (all pilot selectable modes of operation)*:
course/DSTRK, path angle
- Selected decision height*
- EFIS display format*: pilot, first officer
- Multi-function/engine/alerts display format*
- GPWS/TAWS/GCAS status*: selection of terrain display mode including
pop-up display status, terrain alerts, both cautions and warnings, and
advisories, on/off switch position
- Low pressure warning*: hydraulic pressure, pneumatic pressure
- Computer failure*
- Loss of cabin pressure*
- TCAS/ACAS (traffic alert and collision avoidance system/airborne
collision avoidance system)*
- Ice detection*
- Engine warning each engine vibration*
- Engine warning each engine over temperature*

- Engine warning each engine oil pressure low*

- Engine warning each engine over speed*
- Wind shear warning*
- Operational stall protection, stick shaker and pusher activation*
- All cockpit flight control input forces*: control wheel, control column,
rudder pedal cockpit input forces
- Vertical deviation*: ILS glide path, MLS elevation, GNSS approach path
- Horizontal deviation*: ILS localizer, MLS azimuth, GNSS approach path
- DME 1 and 2 distances*
- Primary navigation system reference*: GNSS, INS, VOR/DME, MLS,
Loran C, ILS
- Brakes*: left and right brake pressure, left and right brake pedal position
- Date*
- Event marker*
- Head up display in use*
- Para visual display on*
2.2.2.6 Type IA FDR. This FDR shall be capable of recording, as appropriate to the
aeroplane, at least the 78 parameters in Table A-1.
2.2.2.7 Type I FDR. This FDR shall be capable of recording, as appropriate to the
aeroplane, at least the first 32 parameters in Table A-1.
2.2.2.8 Types II and IIA FDRs. These FDRs shall be capable of recording, as
appropriate to the aeroplane, at least the first 16 parameters in Table A-1.
2.2.2.9 The parameters that satisfy the requirements for flight path and speed as
displayed to the pilot(s) are listed below. The parameters without an (*) are
mandatory parameters which shall be recorded. In addition, the parameters
designated by an (*) shall be recorded if an information source for the
parameter is displayed to the pilot and is practicable to record:
- Pressure altitude
- Indicated airspeed or calibrated airspeed
- Heading (primary flight crew reference)
- Pitch attitude
- Roll attitude
- Engine thrust/power
- Landing-gear status*
- Total or outside air temperature*
- Time*
- Navigation data*: drift angle, wind speed, wind direction,
latitude/longitude
- Radio altitude*
2.3 Additional information
2.3.1 A Type IIA FDR, in addition to a 30-minute recording duration, shall retain sufficient
information from the preceding take-off for calibration purposes.
2.3.2 The measurement range, recording interval and accuracy of parameters on installed
equipment shall be verified by methods approved by the appropriate certificating
authority.

2.3.3 Documentation concerning parameter allocation, conversion equations, periodic

calibration and other serviceability/maintenance information shall be maintained by the
operator. The documentation needs to be sufficient to ensure that accident investigation
authorities have the necessary information to read out the data in engineering units.
3. Cockpit Voice Recorder (CVR) and Cockpit Audio Recording System (CARS)
3.1 Signals to be recorded
The CVR and CARS shall start to record prior to the aeroplane moving under its own power and
record continuously until the termination of the flight when the aeroplane is no longer capable of
moving under its own power. In addition, depending on the availability of electrical power, the
CVR and CARS shall start to record as early as possible during the cockpit checks prior to engine
start at the beginning of the flight until the cockpit checks immediately following engine shutdown
at the end of the flight.
3.1.1 The CVR shall record on four separate channels, or more, at least the following:
a) voice communication transmitted from or received in the aeroplane by radio;
b) aural environment on the flight deck;
c) voice communication of flight crew members on the flight deck using the
aeroplane’s interphone system, if installed;
d) voice or audio signals identifying navigation or approach aids introduced in the

headset or speaker; and
e) voice communication of flight crew members using the passenger address system, if
installed
3.1.2 The CARS shall record on two separate channels, or more, at least the following:
a) voice communication transmitted from or received in the aeroplane by radio;
b) aural environment on the flight deck; and
c) voice communication of flight crew members on the flight deck using the
aeroplane’s interphone system, if installed.
3.1.3 The CVR shall be capable of recording on at least four channels simultaneously. On a
tape-based CVR, to ensure accurate time correlation between channels, the CVR is to
record in an in-line format. If a bi-directional configuration is used, the in-line format and
channel allocation shall be retained in both directions.

3.1.4 The preferred channel allocation shall be as follows:
Channel 1 — co-pilot headphones and live boom microphone
Channel 2 — pilot headphones and live boom microphone
Channel 3 — area microphone
Channel 4 — time reference plus the third and fourth crew members’ headphone and live
microphone, if applicable.
4. Airborne image recorder (AIR)
4.1 Classes
4.1.1 A Class A AIR captures the general cockpit area in order to provide data supplemental to
conventional flight recorders.
4.1.2 A Class B AIR captures data link message displays.
4.1.3 A Class C AIR captures instruments and control panels.
4.2 Operation
The AIR must start to record prior to the aeroplane moving under its own power and record
continuously until the termination of the flight when the aeroplane is no longer capable of moving
under its own power. In addition, depending on the availability of electrical power, the AIR must
start to record as early as possible during the cockpit checks prior to engine start at the beginning of
the flight until the cockpit checks immediately following engine shutdown at the end of the flight.
5. Data link recorder (DLR)
5.1 Applications to be recorded
5.1.1 Where the aircraft flight path is authorized or controlled through the use of data link
messages, all data link messages, both uplinks (to the aircraft) and downlinks (from the
aircraft), shall be recorded on the aircraft. As far as practicable, the time the messages
were displayed to the flight crew and the time of the responses shall be recorded.
5.1.2 Messages applying to the applications listed below shall be recorded. Applications
without the asterisk (*) are mandatory applications which shall be recorded regardless of
the system complexity. Applications with an (*) shall be recorded only as far as is
practicable given the architecture of the system.
- Data link initiation capability

- Controller–pilot data link communications
- Data link – flight information services
- Automatic dependent surveillance – contract
- Automatic dependent surveillance – broadcast*
- Aeronautical operational control*.

6. Aircraft data recording systems (ADRS)
6.1 Parameters to be recorded
ADRS shall be capable of recording, as appropriate to the aeroplane, at least the essential (E)
parameters in Table A-3.
6.2 Additional information
6.2.1 The measurement range, recording interval and accuracy of parameters on installed
equipment is usually verified by methods approved by the appropriate certificating
authority.
6.2.2 Documentation concerning parameter allocation, conversion equations, periodic

calibration and other serviceability/maintenance information shall be maintained by the
operator. The documentation needs to be sufficient to ensure that accident investigation
authorities have the necessary information to read out the data in engineering units.
7. Inspections of flight recorder systems
7.1 Prior to the first flight of the day, the built-in test features for the flight recorders and flight data
acquisition unit (FDAU), when installed, shall be monitored by manual and/or automatic checks.
7.2 Annual inspections shall be carried out as follows:
a) an analysis of the recorded data from the flight recorders shall ensure that the recorder
operates correctly for the nominal duration of the recording;
b) the analysis of the FDR shall evaluate the quality of the recorded data to determine if the bit
error rate (including those errors introduced by recorder, the acquisition unit, the source of the
data on the aeroplane and by the tools used to extract the data from the recorder) is within
acceptable limits and to determine the nature and distribution of the errors;
c) a complete flight from the FDR shall be examined in engineering units to evaluate the validity
of all recorded parameters. Particular attention shall be given to parameters from sensors
dedicated to the FDR. Parameters taken from the aircraft’s electrical bus system need not be
checked if their serviceability can be detected by other aircraft systems;
d) the readout facility shall have the necessary software to accurately convert the recorded values
to engineering units and to determine the status of discrete signals;
e) an annual examination of the recorded signal on the CVR shall be carried out by replay of the
CVR recording. While installed in the aircraft, the CVR shall record test signals from each
aircraft source and from relevant external sources to ensure that all required signals meet
intelligibility standards;
f) where practicable, during the annual examination, a sample of in-flight recordings of the CVR
shall be examined for evidence that the intelligibility of the signal is acceptable; and
g) an annual examination of the recorded images on the AIR shall be carried out by replay of the
AIR recording. While installed in the aircraft, the AIR shall record test images from each
aircraft source and from relevant external sources to ensure that all required images meet
recording quality standards.
7.3 Flight recorder systems shall be considered unserviceable if there is a significant period of poor
quality data, unintelligible signals, or if one or more of the mandatory parameters is not recorded
correctly.

7.4 A report of the annual inspection shall be made available on request to regulatory authorities for
monitoring purposes.
7.5 Calibration of the FDR system:
a) for those parameters which have sensors dedicated only to the FDR and are not checked by
other means, recalibration shall be carried out at least every five years or in accordance with
the recommendations of the sensor manufacturer to determine any discrepancies in the
engineering conversion routines for the mandatory parameters and to ensure that parameters
are being recorded within the calibration tolerances; and
b) when the parameters of altitude and airspeed are provided by sensors that are dedicated to the
FDR system, there shall be a recalibration performed as recommended by the sensor
manufacturer, or at least every two years.

Table A-1.




If further recording capacity is available, recording of the following additional information should be
considered:
a) Operational information from electronic display systems, such as electronic flight instrument
systems (EFIS), electronic centralized aircraft monitor (ECAM) and engine indication and crew
alerting system (EICAS). Use the following order of priority:
1) parameters selected by the flight crew relating to the desired flight path, e.g. barometric
pressure setting, selected altitude, selected airspeed, decision height, and auto flight system
engagement and mode indications if not recorded from another source;
2) display system selection/status, e.g. SECTOR, PLAN, ROSE, NAV, WXR, COMPOSITE,
COPY, ETC.;
3) warnings and alerts;
4) the identity of displayed pages for emergency procedures and checklists; and
b) Retardation information including brake application for use in the investigation of landing overruns
and rejected take-offs.

Table A-2.

Table A-3.



Lars Part X Aviation Accident and Incident Investigation-Issue 2 - Rev. 1 2017

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Lars Part X Aviation Accident and Incident Investigation-Issue 2 - Rev. 1 2017

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REPUBLIC OF LEBANON

MINISTRY OF PUBLIC WORKS AND TRANSPORT

AVIATION ACCIDENT AND INCIDENT

LIST OF EFFECTIVE PAGES

Page Issue No. Issue Date Rev. No. Rev. Date

Issue 2 - Rev. 1 1/64 12 May 2017

LIST OF EFFECTIVE PAGES

Page Issue No. Issue Date Rev. No. Rev. Date

Issue 2 - Rev. 1 2/64 12 May 2017

Issue / Rev. No. Date of Issue Entered by

Issue No. 2 10 December 2012

Issue No. 2 / Rev. 1 12 May 2017

Issue 2 - Rev. 1 3/64 12 May 2017

Amendment Source(s) Subject

Issue 2 - Rev. 1 4/64 12 May 2017

LIST OF EFFECTIVE PAGES …………………………………………………………………… 1

Issue 2 - Rev. 1 5/64 12 May 2017

Issue 2 - Rev. 1 6/64 12 May 2017

5.10 Entitlement of Accredited Representatives……..……………………………………………... 28

SECTION 8 – ACCIDENT PREVENTION MEASURERS…………..………………………….. 34

APPENDIX 2 – FORM 1 / AIRCRAFT ACCIDENT/INCIDENT NOTIFICATION FORM

APPENDIX 3 – FLIGHT RECORDS REQUIREMENTS…………………………...………….. 43

Issue 2 - Rev. 1 7/64 12 May 2017

a) a person is fatally or seriously injured as a result of:

- being in the aircraft, or

b) the aircraft sustains damage or structural failure which:

c) the aircraft is missing or is completely inaccessible.

Authorized Person: A person authorized by the DGCA, either generally or specifically, to

Issue 2 8/64 10 December 2012

Civil Aircraft: Any aircraft registered in an ICAO Contracting State.

Director General: Director General of the Directorate General of Civil Aviation.

Foreign Aircraft: Civil aircraft registered in a foreign State.

Investigation Committee: Appointed by the DGCA and empowered to conduct an aircraft

Investigator: A person delegated by the DGCA to conduct its investigation.

Maximum mass: Maximum certificated take-off mass.

Observer: A representative of an involved government department who is authorized to attend a DGCA

Operator: Means a person, organization or enterprise engaged in or offering to engage in aircraft

Issue 2 9/64 10 December 2012

Safety Recommendation: A proposal of an accident investigation authority based on information derived

Serious Injury: An injury, which is sustained by a person in an accident and which:

(c) causes severe hemorrhages, nerve muscle, or tendon damage;

(d) involves any internal organs; or

State: A contracting State of the International Civil Aviation Organization.

State of Occurrence: The State in the territory of which an accident occurs.

State of Registry: The State on whose register the aircraft is entered.

Issue 2 10/64 10 December 2012

(c) ground damage to rotor or propeller blades; and

UAS: Unmanned Aircraft System.

Issue 2 - Rev. 0 11/64 12 May 2017

Unless otherwise stated, this Chapter applies to activities following:

(c) aviation occurrences arising out of or in the course of air navigation; or

2.2 Leased and Chartered Aircraft

Issue 2 12/64 10 December 2012

3.1 Objective of the Investigation

3.2 Powers of Investigator

Issue 2 13/64 10 December 2012

(j) to require a physician or other practitioner to provide medical information concerning a

(k) to cause such an autopsy or medical examination to be performed on a body of a deceased

3.3 Protection of Evidence, Custody and Removal of Aircraft

3.3.1 Responsibility of the DGCA

3.3.2 Protection of Evidence

Issue 2 14/64 10 December 2012

3.3.2.4 The operator of an aircraft involved in an accident or incident for which