Accident vs. Incident: What's the Difference?

If you've ever wondered whether that bump on the taxiway counts as an "accident" or just an "incident," you're not alone. The NTSB has very specific definitions, and getting it wrong can mean the difference between a phone call with your insurance agent and a visit from a federal investigator. So let's break it down.

The NTSB Definition of an Aircraft Accident

An aircraft accident is defined by the NTSB as an occurrence associated with the operation of an aircraft that takes place between the time any person boards the aircraft with the intention of flight and the time all such persons have disembarked, and in which any of the following occurs:

• Serious injury or fatal injury — a serious injury is one that requires hospitalization for more than 48 hours, results in a bone fracture (except simple fractures of fingers, toes, or nose), involves lacerations that cause severe hemorrhages, nerve/muscle/tendon damage, or involves any internal organ. Or, you know, the kind of injury that makes you reconsider your life choices.
• Substantial damage to the aircraft — this means damage or failure that adversely affects the structural strength, performance, or flight characteristics of the aircraft. It does not include damage that can be fixed with a new tire, a patch, or some enthusiastic elbow grease. Bent landing gear, collapsed nose gear, structural damage to wings or fuselage — all substantial.
• The aircraft is missing or completely inaccessible — if nobody can find it, or it's sitting at the bottom of a lake, that counts.

So What's an Incident Then?

An incident is an occurrence — other than an accident — that affects or could affect the safety of operations. Think of it as the aircraft equivalent of a "close call" or a "well, that wasn't great" moment. Examples include:

• A near miss with another aircraft on final approach
• Trimming the top of a runway light with your landing gear
• An engine that coughs once and then runs fine for the rest of the flight
• A bird strike that leaves a dent but no structural damage (the bird, however, is an accident for the bird)

The key distinction: incidents don't involve serious injury or substantial damage. But that doesn't mean you should ignore them. The FAA requires certain incidents to be reported, and your insurance company would really like to hear about them too — preferably before they become accidents.

The Gear-Up Landing: When the Noise Stops But the Scraping Continues

A gear-up landing is the moment every pilot dreads — that sickening sound of aluminum meeting asphalt, followed by the immediate realization that your insurance premium is about to go up. But here's the thing: a gear-up landing is almost never as bad as it sounds (emotionally, yes — physically, usually not). The good news is that most gear-up landings result in zero injuries. The aircraft slides to a stop, the propeller makes a very expensive sound, and everyone walks away wondering what they're going to tell the FBO.

What To Do Immediately After a Gear-Up Landing

1. Fly the airplane first. This sounds obvious, but adrenaline does funny things to people. Complete your landing roll, steer with the rudder (what's left of it), and get the aircraft stopped on the runway or as far off it as you can.
2. Shut down everything. Mixture to idle cutoff, mags off, master off, fuel selector off. You're now sitting on a metal sled with a very hot engine and potentially leaking fuel. Act accordingly.
3. Evacuate if there's any sign of fire or fuel leak. Don't be a hero about your flight bag. It's replaceable. You are not.
4. Call 911 or tower. Even if nobody is hurt, the runway is now a debris field and the airport needs to know.
5. Don't move the aircraft. The NTSB and your insurance company want to see things exactly as they are. Resist the urge to "clean up" or drag it off the runway. Let the professionals do that.
6. Document everything. Photos, photos, photos. From every angle. Before anyone touches anything. Your future self (and your claims adjuster) will thank you.

The Aftermath

After a gear-up landing, the aircraft will likely need:

• A new (or reworked) propeller — the prop almost always hits the ground, and even a brief contact means it's done. Don't even think about "just filing it down."
• An engine inspection and possible teardown — the shock load from a prop strike can damage the crankshaft, bearings, and gear train. The engine shop will need to inspect it, and you may be looking at a full overhaul.
• Fuselage skin repair — the belly will have scrapes, gouges, and possibly stretched or bent structural components.
• Gear system inspection — even if the gear was up, the mechanism itself may have been damaged by the impact forces.

The Prop Strike: The Sound That Makes Wallets Weep

A prop strike happens when the propeller contacts anything it shouldn't — the ground, a runway light, a tow bar, a chunk of ice, a baggage cart that someone left where it shouldn't be. The severity ranges from "barely touched the grass on a soft-field takeoff" to "nosed over completely and the prop looks like a pretzel."

What Happens After a Prop Strike?

Here's where it gets expensive. A prop strike isn't just about the propeller — the shock loads transmitted through the crankshaft can cause microscopic (or macroscopic) damage to the engine's internal components. The FAA and most engine manufacturers require a complete engine teardown inspection after any prop strike, regardless of how minor it looks.

That means:

• The propeller comes off and goes to a prop shop. It may be repairable, or it may be a very expensive paperweight.
• The engine comes off and goes to an engine shop for a teardown inspection. Even if the strike was at low RPM, the manufacturer's service bulletin likely requires it.
• The crankshaft gets magnafluxed (magnetic particle inspected) for cracks. If it's cracked — and sometimes it is — you're looking at a crankshaft replacement or a full overhaul.
• Internal bearings, gears, and the accessory case all get inspected. Damage here can turn a "simple" prop strike into an engine overhaul.

The Insurance Angle on Prop Strikes

If you're renting from a flight school or FBO, here's how the financial responsibility typically breaks down:

• The aircraft owner's insurance (the FBO's hull policy) covers the damage to the aircraft, but subject to a deductible.
• Many FBOs require renters to carry renters insurance (also called "non-owned aircraft insurance") that covers the deductible — and potentially liability claims if someone else was hurt or other property was damaged.
• Some FBO policies are "not-liable" or "subrogation" policies, meaning the insurance company will come after the pilot to recover the payout. This is the scenario where renters insurance saves your financial life.

Filing an Insurance Claim: A Survival Guide

So the worst has happened. The plane is damaged, nobody's hurt (thankfully), and now you need to deal with insurance. Here's how to navigate the claims process without having a second incident — this time involving your blood pressure.

Step 1: Report Immediately

Call your renters insurance provider as soon as you've handled the immediate safety concerns. Most policies require notification "as soon as practicable," which in insurance-speak means "don't wait three weeks because you're embarrassed." The sooner you report, the smoother the process tends to go. Delaying can give the insurer grounds to deny coverage.

Step 2: Gather Your Documentation

You'll need:

• The NTSB report number (if one was filed — required for accidents)
• Photos of the damage, the accident scene, and the aircraft from multiple angles
• Names and contact information of any witnesses
• The aircraft's N-number, make, and model
• The date, time, location, and weather conditions
• A written statement of what happened — stick to the facts, don't speculate, and don't admit fault (that's what lawyers and claims adjusters are for)
• Your logbook entries (yes, they'll want to see your currency and qualifications)

Step 3: Don't Talk to the Other Party's Insurance Without Your Own

If the FBO's insurance company calls you directly — and they will — be polite but don't give a recorded statement without your own insurer's involvement. Your insurance company has adjusters whose entire job is to handle this. Let them do it. You handle the part where you try to sleep at night.

Step 4: Understand What Your Policy Covers

Non-owned aircraft liability policies typically cover:

• Bodily injury — to passengers or people on the ground
• Property damage — to the aircraft (up to the policy limit, usually matching the deductible of the FBO's policy) and to third-party property
• Legal defense costs — if you're sued (yes, that happens)

What they typically don't cover:

• Your own medical bills (that's what health insurance is for)
• Damage beyond the policy limits (read your policy — know the number before you need the number)
• Intentional acts or illegal operations (don't buzz your friend's house at 50 feet AGL and expect coverage)
• Flying an aircraft you're not rated for, or without a current medical or flight review

Step 5: Cooperate, But Protect Yourself

Throughout the claims process, cooperate with your insurer — they're on your side (within the bounds of the policy). Provide the documentation they request, answer their questions honestly, and keep copies of everything you send them. But remember: the FBO's insurer is not your friend. They're looking to recover their payout, and in a subrogation scenario, that means they're looking at you.

NTSB Reporting Requirements: What You Must File and When

When Immediate Notification Is Required

The NTSB requires immediate notification (by the most expeditious means available — in the 21st century, that means a phone call, not a carrier pigeon) for the following occurrences:

• An aircraft accident (as defined above)
• A flight control system malfunction or failure
• The inability of any required flight crewmember to perform normal flight duties as a result of incapacitation
• In-flight fire
• Aircraft collision in flight
• Damage to property, other than the aircraft, estimated to exceed $25,000 for repair (including materials and labor) or fair market value, whichever is less
• Release of all or part of a propeller blade from an aircraft in flight
• A complete loss of information from more than 50% of electronic primary flight displays in a multi-engine aircraft
• A landing on a moving platform (i.e., an aircraft carrier) that is not preceded by an arrested landing — okay, this one probably doesn't apply to you, but it's in the regs and we thought you'd enjoy knowing it exists

The 10-Day Written Report

For accidents and certain incidents, the operator must file NTSB Form 6120.1 ("Pilot/Operator Aircraft Accident/Incident Report") within 10 days of the occurrence. This is a detailed report covering the flight, the aircraft, the crew, the conditions, and what happened. Yes, it's long. Yes, it's detailed. No, you cannot skip it.

You can file the report online through the NTSB's website. Take your time, be accurate, and stick to the facts. The NTSB is investigating to improve safety, not to play "gotcha" — but inaccuracies will cause problems.

Prevention: Because the Best Accident Is the One That Doesn't Happen

Most gear-up landings and prop strikes are preventable. Here's the checklist that nobody wants to read until after they need it:

• Use your landing checklist. Every time. Not just when the CFI is watching. "Gear down, three green" should be a reflex, not a surprise.
• Preflight like your wallet depend on it. Because they do. Check the prop for nicks and cracks. Check the oil. Check the gear pins. Check everything on the checklist, not just the items you remember.
• Maintain situational awareness on the ground. Most prop strikes happen during taxi, towing, or engine start. Look before you move. Make sure the area is clear. Don't start the engine with a tow bar attached (yes, this happens, and yes, it's exactly as expensive as you'd think).
• Carry renters insurance. It costs about $200–$350 per year for a solid policy. A prop strike teardown costs $15,000–$40,000. Do the math.
• Read the rental agreement. Know what the FBO's policy covers and what it doesn't. Some agreements make the renter responsible for the deductible. Some make the renter responsible for everything in a subrogation scenario. Know before you go.

The Bottom Line

Aircraft accidents and incidents are scary, expensive, and stressful — but they're also survivable (financially, at least — the physical safety part is what training and good judgment are for). The key takeaways:

1. Know the difference between an accident and an incident. The reporting requirements and consequences are very different.
2. Have renters insurance. Seriously. Go buy it right now if you don't have it. We'll wait.
3. Document everything if something happens. Photos, witnesses, NTSB reports, logbook entries — all of it.
4. Report promptly to both the NTSB (for accidents and reportable incidents) and your insurance company.
5. Don't panic. The aviation community has seen it all before. Your CFI, the FBO, the insurance adjuster, and the NTSB investigator have all dealt with gear-up landings and prop strikes. You're in good company — unfortunately, it's a fairly large company.

Fly safe, carry insurance, and may your gear always come down on the first try.