Talk about having a bad day

[grimey]

People seem to think that being involved in a CADOR story is a bad thing. Well, not necessarily. It's just an abnormal occurrence, or something that doesn't necessarily look right. It may be 100% valid to do something that will be treated as a CADOR (like declaring an emergency). It's just a mean to track trends.

Every missed approach in controlled airspace is (was?) reason for a CADOR to be filed. That one went over like a lead balloon when it came in.

You serious? Some nimrod files a CADOR when there's a missed approach?

Yea. In 2007 or 2008, FSS, and I assume ATC, were instructed by management to file an AOR (which goes to transport and becomes a CADOR) if there was a missed approach. Basically, you could do everything right and act completely responsibly, and have a CADOR filed involving you, though they would almost certainly not lead to any kind of disciplinary action. I'm assuming it was requested by TC.

[TOGA Party]

People seem to have the wrong idea when it comes to CADORs. Sure, they may be filed to indicate a violation, but remember - they're just Occurrence Reports. They are filed for a wide variety of things bordering on out-of-the-ordinary.

This includes things like missed approaches and rejected takeoffs, for any reason. Usually there is no follow-up action required, and it is by no means a bad thing.

[Edo]

Part of the hype with CADORS is that customs can and do track the number of them. Some internal auditor at an oil company (who may or may not have an aviation background) does a search and finds XX company had 5 CADORS while YY company has none. Who is favoured in a close bid for a contract. So you get some report back at contract time asking why your company "missed the runway" 5 times WTF?

I had heard that missed approached are no longer tracked for this reason true?

[sigi12345]

The last time I went into Kimmirut was end of December 2011 (I will again in 10 days). If you have to stay low because of a low ceiling (of course legal VFR weather), you won't be able to establish radio contact with the CAR's guy until your almost over the airport. This is because of the location of the airport/town.

As for the engine start while still removing ground equipment. If you're in a twotter with a full load of passengers in the back and its minus 30 outside, you need to get the engines running as quick as possible before somebody freezes to death in the back of your plane. I think it's safe to do so as the equipment they have to remove is on the left side behind the wing (we don't use aircraft chocks in CYLC) and I'm pretty sure they started the right engine first.

That is just my two cents to that.

Cheers,
Sigi

[JerryRig]

The last time I went into Kimmirut was end of December 2011 (I will again in 10 days). If you have to stay low because of a low ceiling (of course legal VFR weather), you won't be able to establish radio contact with the CAR's guy until your almost over the airport. This is because of the location of the airport/town.

As for the engine start while still removing ground equipment. If you're in a twotter with a full load of passengers in the back and its minus 30 outside, you need to get the engines running as quick as possible before somebody freezes to death in the back of your plane. I think it's safe to do so as the equipment they have to remove is on the left side behind the wing (we don't use aircraft chocks in CYLC) and I'm pretty sure they started the right engine first.

That is just my two cents to that.

Cheers,
Sigi

+1 (from a former Kimmirut pilot)
Must have been a new or guest CARS operator. Paul knew the routine.