Yes, this incident must be reported. Yours is #1 on the list! Here’s the applicable section from the AIM: (emphasis mine)
7-6-2. Aircraft Accident and Incident Reporting
a. Occurrences Requiring Notification. The operator of an aircraft shall immediately, and by the most expeditious means available, notify the nearest National Transportation Safety Board (NTSB) Field Office when:
- An aircraft accident or any of the following listed incidents occur:
(a) Flight control system malfunction or failure.
(b) Inability of any required flight crew member to perform their normal flight duties as a result of injury or illness.
© Failure of structural components of a turbine engine excluding compressor and turbine blades and vanes.
(d) Inflight fire.
(e) Aircraft collide in flight.
(f) Damage to property, other than the aircraft, estimated to exceed $25,000 for repair (including materials and labor) or fair market value in the event of total loss, whichever is less.
(g) For large multi-engine aircraft (more than 12,500 pounds maximum certificated takeoff weight):
(1) Inflight 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;
(2) Inflight failure of hydraulic systems that results in sustained reliance on the sole remaining hydraulic or mechanical system for movement of flight control surfaces;
(3) Sustained loss of the power or thrust produced by two or more engines; and
(4) An evacuation of aircraft in which an emergency egress system is utilized.
- An aircraft is overdue and is believed to have been involved in an accident.
b. Manner of Notification.
- The most expeditious method of notification to the NTSB by the operator will be determined by the circumstances existing at that time. The NTSB has advised that any of the following would be considered examples of the type of notification that would be acceptable:
(a) Direct telephone notification.
(b) Telegraphic notification.
© Notification to the FAA who would in turn notify the NTSB by direct communication; i.e., dispatch or telephone.
c. Items To Be Notified. The notification required above shall contain the following information, if available:
Type, nationality, and registration marks of the aircraft.
Name of owner and operator of the aircraft.
Name of the pilot-in-command.
Date and time of the accident, or incident.
Last point of departure, and point of intended landing of the aircraft.
Position of the aircraft with reference to some easily defined geographical point.
Number of persons aboard, number killed, and number seriously injured.
Nature of the accident, or incident, the weather, and the extent of damage to the aircraft so far as is known; and
A description of any explosives, radioactive materials, or other dangerous articles carried.
d. Follow-up Reports.
- The operator shall file a report on NTSB Form 6120.1 or 6120.2, available from NTSB Field Offices or from the NTSB, Washington, DC, 20594:
(a) Within 10 days after an accident;
(b) When, after 7 days, an overdue aircraft is still missing;
© A report on an incident for which notification is required as described in subparagraph a(1) shall be filed only as requested by an authorized representative of the NTSB.
- Each crewmember, 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 appeared. If the crewmember is incapacitated, a statement shall be submitted as soon as physically possible.
e. Where To File the Reports.
The operator of an aircraft shall file with the NTSB Field Office nearest the accident or incident any report required by this section.
The NTSB Field Offices are listed under U.S. Government in the telephone directories in the following cities: Anchorage, AK; Atlanta, GA; Chicago, IL; Denver, CO; Forth Worth, TX; Los Angeles, CA; Miami, FL; Parsippany, NJ; Seattle, WA.
Last Friday, while flying from MVY to BDR, I noticed a lack of authority in the rudder before touchdown. I asked my mechanic to look the plane (SR22 # 46) over and he found the bell crank had broken. Effectively I was flying with out rudder pedals (control). The electric trim worked due to the air pressure over the control surface of the trim tab but manual control was lost.
Isn’t this an incident which must be reported to the NTSB?