How the list works
Regulation (EU) 376/2014 makes named people report occurrences that may represent a significant risk to aviation safety: the pilot in command, people who design, maintain or manage the airworthiness of aircraft, people who sign an airworthiness review certificate or a release to service, air traffic services staff, and others Art 4(1), (6). They report through their organisation's system, and the organisation reports to its competent authority. Which occurrences count is set out in Implementing Regulation (EU) 2015/1018.
That list changed this year. Regulation (EU) 2026/1821, published on 28 July 2026 and in force since August, replaced Annexes I to V and added Annex VI for unmanned aircraft. It brought information security items in line with Part-IS, added U-space items, and limited "Bomb threat or hijack" to 31 December 2027. What changed is summed up on our deadline calculator page. The items below are the new text.
One sentence from the annex is worth knowing before you read any list: the grouping by activity is there "to facilitate the reporting of those occurrences. However, this list must not be understood as meaning that occurrences must not be reported when they take place outside the category of activities to which they are linked in the list."
Which annex applies to you
| Annex | Covers | Usually concerns |
|---|---|---|
| I | Operation of manned aircraft; Annex V is the separate list for aircraft other than complex motor-powered. | Operators and ATOs flying complex aircraft |
| II | Technical conditions, maintenance and repair | CAMO, Part-145 and Part-CAO staff, people signing a release to service |
| III | Air navigation services and facilities | Air navigation service providers |
| IV | Aerodromes and ground services | Aerodromes and ground handlers |
| V | Aircraft other than complex motor-powered aircraft, including sailplanes and lighter-than-air vehicles | Most small operators, flying schools and DTOs, gliding and balloon operators |
| VI | Unmanned aircraft systems (new in 2026) | UAS operators whose UAS needs a certificate or declaration for design |
Complex or not decides between Annex I and Annex V. In short, a complex motor-powered aircraft is an aeroplane with a maximum certified take-off mass above 5 700 kg, or certified for more than 19 passenger seats, or for a minimum crew of at least two pilots, or with a turbojet engine or more than one turboprop engine; a helicopter certified above 3 175 kg, or for more than nine passenger seats, or for a minimum crew of at least two pilots; or a tilt rotor aircraft Annex I (129) to Reg (EU) 965/2012. So a light single piston or single turboprop under those limits reports against Annex V, and a twin turboprop against Annex I whatever its mass. An organisation with both kinds uses both lists, aircraft by aircraft. Its maintenance staff use Annex II.
The list for non-complex aircraft (Annex V), with examples
Section 1 of Annex V: manned aircraft other than complex motor-powered aircraft, excluding sailplanes and lighter-than-air vehicles. Item wording is shortened where marked "(shortened)"; check the full text before you rely on it. The examples are ours, to show the kind of event each item catches.
| Item | What the list says | For example |
|---|---|---|
| 1.1 Air operations | ||
| 1.1(1) | Unintentional loss of control. | An unintended spin entry during slow flight practice. |
| 1.1(2) | Landing outside of intended landing area. | A precautionary landing in a field after the engine starts running rough. |
| 1.1(3) | Inability or failure to achieve required aircraft performance expected in normal conditions during take-off, climb or landing. | The aircraft will not climb as the flight manual says on a normal day. |
| 1.1(4) | Runway incursion. | Crossing a holding point onto the runway without a clearance. |
| 1.1(5) | Runway excursion. | Leaving the side of the runway in a crosswind landing. |
| 1.1(6) | A flight with an aircraft that was not airworthy, or with flight preparation not completed, which has or could have endangered the aircraft, its occupants or any other person (shortened). | A flight made with a known defect that should have grounded the aircraft. |
| 1.1(7) | Unintended flight into IMC of an aircraft not IFR certified, or by a pilot not qualified for IFR, which has or could have endangered the aircraft, its occupants or any other person (shortened). | A VFR training flight enters cloud when the weather closes in faster than forecast. |
| 1.1(8) | Unintentional release of cargo. A footnote limits this item to commercial operations within the meaning of Art 3(24) of Regulation (EU) 2018/1139, which defines commercial air transport. | Cargo that falls from the aircraft in flight by mistake. |
| 1.2 Technical occurrences | ||
| 1.2(1) | Abnormal severe vibration (for example aileron or elevator "flutter", or of propeller). | Severe propeller vibration in the cruise. |
| 1.2(2) | Any flight control not functioning correctly or disconnected. | An aileron that stiffens and jams in flight. |
| 1.2(3) | A failure or substantial deterioration of the aircraft structure. | A cracked structural part found after a heavy landing. |
| 1.2(4) | A loss of any part of the aircraft structure or installation in flight. | A wheel fairing or a door lost in flight. |
| 1.2(5) | A failure of an engine, rotor, propeller, fuel system or other essential system. | An engine failure in the circuit. |
| 1.2(6) | Leakage of any fluid which resulted in a fire hazard or possible hazardous contamination of aircraft structure, systems or equipment, or risk to occupants. | A fuel smell and leak into the cabin. |
| 1.3 Interaction with air navigation services and air traffic management | ||
| 1.3(1) | Interaction with air navigation services (for example: incorrect services provided, conflicting communications or deviation from clearance) which has or could have endangered the aircraft, its occupants or any other person. | Climbing through the altitude given in a clearance. |
| 1.3(2) | Airspace infringement. | A training flight enters a control zone without a clearance. |
| 1.4 Emergencies and other critical situations | ||
| 1.4(1) | Any occurrence leading to an emergency call. | A MAYDAY call after an engine failure. |
| 1.4(2) | Fire, explosion, smoke, toxic gases or toxic fumes in the aircraft. | Electrical smoke behind the instrument panel. |
| 1.4(3) | Incapacitation of the pilot leading to inability to perform any duty. | A pilot taken ill in flight, and the instructor takes over. |
| 1.5 External environment and meteorology | ||
| 1.5(1) | A collision on the ground or in the air with another aircraft, terrain or obstacle (an obstacle includes a vehicle). | A wingtip hits a fuel bowser while taxiing. |
| 1.5(2) | A near collision, on the ground or in the air, requiring an emergency avoidance manoeuvre to avoid a collision (shortened). | A hard turn to avoid another aircraft in the circuit. |
| 1.5(3) | Wildlife strike including bird strike which resulted in damage to the aircraft or loss or malfunction of any essential service. | A bird strike that dents the leading edge. No damage: not on this list. |
| 1.5(4) | Interference with the aircraft by firearms, fireworks, flying kites, laser illumination, high powered lights, lasers, Unmanned Aircraft Systems (UAS) or by similar means. | A laser pointed at the aircraft on final. |
| 1.5(5) | A lightning strike resulting in damage to or loss of functions of the aircraft. | A strike that knocks out the radio. |
| 1.5(6) | Severe turbulence encounter which resulted in injury to aircraft occupants or in the need for a post-flight turbulence damage check of the aircraft. | Severe turbulence injures a passenger. |
| 1.5(7) | Icing including carburettor icing which has or could have endangered the aircraft, its occupants or any other person. | Carburettor icing causes a loss of power in the descent. |
| 1.6 Information security (new) | ||
| 1.6(1) | Abnormal behaviour of a system due to an information security incident (example: compromised information or data, malware infection, Distributed-Denial-of-Service (DDoS)). | A navigation or flight planning app behaves abnormally after a malware infection. |
| 1.7 U-space related occurrences (new) | ||
| 1.7(1) | Penetration into a U-space airspace designated in uncontrolled airspace without active e-conspicuity device. | Entering a U-space area with the e-conspicuity device switched off. |
| 1.7(2) | Significant malfunction, reliability issue, or recurrent quality issue affecting e-conspicuity devices or installations. | An e-conspicuity unit that keeps failing. |
| 1.7(3) | Close encounter with an unmanned aircraft while transiting in U-space airspace. | A drone passing close by inside U-space airspace. |
Sailplanes (section 2) have a similar list, plus problems releasing the winch cable or aerotow rope, an engine failure on take-off in a powered sailplane, and any situation where no safe landing area remains. Balloons and airships (section 3) add, among others, unintended permanent extinction of the pilot light, significant loss of lifting gas, occupants ejected from the basket or gondola, and unintended lift or drag of ground crew that kills or injures a person.
Complex aircraft (Annex I): items with no damage condition
Annex I has 75 numbered items in six groups: air operations, technical occurrences, interaction with air navigation services, emergencies, external environment, and security. Some carry a condition such as "which has or could have endangered the aircraft". Most do not: if they happened, they are on the list. Among them:
- Any rejected take-off 1.3(4), short and long landing 1.3(11), hard landing 1.3(12).
- Approach continued against the operator's stabilised approach criteria 1.3(8).
- Level bust 1.4(3), and activation of any flight envelope protection, including stall warning and stick shaker 1.4(4).
- Loss of a system, and loss of redundancy of a system 2.1(2), (3).
- Any event leading to a MAYDAY or PAN call 4(1), any use of the crew oxygen system by the crew 4(9), critically low fuel or energy, or below final reserve at destination 4(8).
- Crew fatigue impacting or potentially impacting their ability to perform their flight duties safely 4(11).
- ACAS resolution advisory 5(2), wildlife strike including bird strike 5(4), wake turbulence encounters 5(7).
- Difficulty controlling intoxicated, violent or unruly passengers 6(1), abnormal behaviour of a system due to an information security incident 6(3), and bomb threat or hijack until 31 December 2027 6(4).
Compare the bird strike: any wildlife strike on a complex aircraft is on the list, while Annex V only lists one that caused damage or the loss or malfunction of an essential service.
More than the list
- Your own rules add items. EASA's occurrence reporting FAQ says the mandatory system covers the 2015/1018 list and also additional items defined in the EASA implementing rules. For air operators, ORO.GEN.160(b) adds reports to the authority and to the aircraft's design organisation of any incident, malfunction or defect "that would highlight inaccurate, incomplete or ambiguous information contained in the operational suitability data", or any other irregular circumstance that has or may have endangered the safe operation of the aircraft.
- Accidents and serious incidents also go to the safety investigation authority of the state of occurrence without delay Reg (EU) 996/2010 Art 9(1), on top of the 376/2014 report.
Mandatory, voluntary and the 72 hours
For an item on the list, the reporter reports within 72 hours of becoming aware Art 4(7), and the organisation reports to its competent authority "as soon as possible, and in any event no later than 72 hours after becoming aware of the occurrence" Art 4(8). Where your analysis finds an actual or potential safety risk, preliminary results follow within 30 days and final results in principle within three months Art 13(4).
Everything else that matters for safety can go in through your voluntary system Art 5. As EASA's FAQ puts it, "The 72-hour timeline does not apply to voluntary occurrences", which are reported in a timely manner.
Sources: EASA page for Regulation (EU) 2026/1821, EUR-Lex text of 2026/1821, Regulation (EU) 376/2014, EASA occurrence reporting FAQ, EASA Easy Access Rules for Air Operations (ORO.GEN.160 and the Annex I definitions), Regulation (EU) 996/2010. This guide follows Regulation (EU) 2015/1018 as amended by Regulation (EU) 2026/1821. Rule text checked 31 October 2026; where this guide and the Official Journal differ, the Official Journal text prevails.
Questions we hear
Is a bird strike always a mandatory report?
On a complex aircraft, yes: Annex I lists "Wildlife strike including bird strike" with no damage condition. On other aircraft, Annex V lists it only when it "resulted in damage to the aircraft or loss or malfunction of any essential service". A strike without damage can still go in as a voluntary report.
Which list does a flying school use?
The list follows the aircraft. Training on aircraft that are not complex motor-powered: Annex V. Flights on complex aircraft, such as a twin turboprop or a jet: Annex I. Your maintenance staff: Annex II.
Is the old 2015/1018 list still valid?
No. Regulation (EU) 2026/1821 replaced Annexes I to V and added Annex VI. If your report form, procedure or spreadsheet still carries the old categories, update it.
Does a no-damage event on a small aircraft go anywhere?
Yes, into your voluntary reporting system Art 5. The organisation then sends the authority, in a timely manner, the voluntary reports that may involve an actual or potential aviation safety risk Art 5(6).