Question:
Reading the daily CADORs reports, it seems controllers these days are willing to hand them out for just about anything. It used to be that CADORs were the exception rather than the rule. Why the rise in CADORs filings for things that appear to be extremely trivial - ie "Flight ABC took off and elected to return to the airport. No reason provided by flight crew and no emergency was declared." As a pilot it would make me think twice about any information I might provide to a controller in any situation.

Answer:
This is a great question and we are glad that you brought it up because CADORS are often misunderstood.

Pilots often associate the term CADORS with the term Violation. This could not be further from the truth. The CADORS report is a way for Nav Canada and Transport Canada to keep track of abnormal occurrences. The reason that this data is tracked is so that the system can be improved to ensure a safer flying environment for everyone. It is also used to track trends in the same types of occurrences. CADORS are not just filed on Pilots but also on Controllers where the situation dictates as per the CADORS guidelines. The vast majority of CADORS are not violations but merely a record of some sort of abnormal situation that occurred. If you read the full report you will see a line that says "Further Action Required" in most instances the response listed next to this line is "No". If the response is "No" then the case is closed and the report is used for nothing more than trend tracking. The last thing that a pilot should do is avoid sharing information with ATC in fear of having a CADOR report filed. If you made an honest mistake, hiding it will only make it worse for the controller, the pilot and it will reduce the margin of safety for those flying around you. As a pilot you are encouraged to declare an emergency anytime that the safety of the aircraft is in question. Yes it will generate a CADOR but remember that a CADOR is NOT a violation.

The volume of CADORS in recent years has increased due to the industry wide adoption of Safety Management Systems (SMS).

The basic explanation of SMS is that it is a documented process by which hazards and occurrences are documented and reported to enhance the over all safety of the system. The goal behind SMS is to encourage voluntary non-punitive reporting so that the root cause of the issue can be addressed by identifying trends rather than punitively dealing with each individual issue.  

ASC 97-002 on the Transport Canada website defines what qualifies as a reportable aviation occurrence.  You will notice that the majority of these items are not violations but merely abnormal situations that must be reported for safety tracking reasons.


Occurrences that require a CADOR Report as per Transport Canada

Annex A
Critical and High Profile Aerodrome Events for Immediate Reporting

1. Aircraft Accident
2. Aircraft evacuation due to potential hazard
3. Dangerous Goods Spill affecting operations
4. Fuel Spills or major Environmental Incidents that affect operations            
5. Major system, structural failure or labour dispute - causing substantial reduction in level of service or serious disruption to operations
6. Aircraft Hijacking
7. Hostage Taking
8. Terrorist Activities
9. Bomb Threats/Bomb Found

CADORS Reportable Occurrences

Aircraft Accident :   Any aviation occurrence where, at any time during the period commencing when the first person boards an aircraft for the purpose of flight and ending when the last person disembarks from the aircraft after the flight:  

1. A person, other than a stowaway, sustains a serious injury or fatal injury, that is not self-inflicted or inflicted by another person or caused by natural causes, as a result of that person:  
   
2. being in the aircraft,  
   
3. coming into direct contact with any part of the aircraft, including any part that may have become detached from the aircraft, or  
4. being directly exposed to the jet blast/propeller wash of the aircraft;  
5. The aircraft sustains damage or structural failure adversely affecting the structural strength, performance or flight characteristics of the aircraft normally requiring major repair or replacement of any affected component part, other than damage or failure that is limited to:  
6. the engine, its cowlings or its accessories,  
7. the propellers, wing tips, antennae, tires, brakes or fairings, or  
8. small dents or puncture holes in the aircraft skin;  
9. The aircraft is missing or is completely inaccessible.  

Aircraft Incident:   Any occurrence involving an aircraft where:  

1. An engine fails,  
   
2. Smoke or fire occurs, other than an engine fire that is contained within the engine and does not result in engine failure or damage to other component parts of the aircraft,  
3. Difficulties in controlling the aircraft in flight are encountered due to any aircraft system malfunction, weather phenomena, wake turbulence, operations outside the approved flight envelope or uncontrolled vibrations,  
4. The aircraft fails to remain within the landing or takeoff area, lands with one or more landing gear retracted or drags a wing tip or engine pod,  
5. Any crew member is unable to perform his/her flight duties as a result of incapacitation,  
6. Decompression, explosive or otherwise, occurs that necessitates an emergency descent,  
7. A fuel shortage occurs that necessitates a diversion or requires approach and landing priority at the destination of the aircraft,  
8. The aircraft is refuelled with the incorrect type of fuel or contaminated fuel,  
9. A collision or risk of collision with any other aircraft or with any vehicle, terrain or obstacle occurs, including a collision or risk of collision that may be related to air traffic control procedures or equipment failures,  
10. The aircraft receives a Traffic Alert and Collision Avoidance System (TCAS) Resolution Advisory,  
11. A flight crew member declares an emergency or indicates any degree of emergency that requires priority handling by an air traffic control unit or the standing by of crash, fire fighting or rescue services,  
12. Toxic gases or corrosive materials leak from any area aboard the aircraft.
    
13. Unauthorized incursion or operating irregularity involving vehicles, pedestrians or animals.  
    
14. Failure of a navigational aid, approach aid, communications system, airport lighting, power failure or any other system breakdown which has an adverse effect upon flight safety or a major impact upon operations.  
    
15. Criminal action - hijacking bomb threat, riot, sabotage, or a breach of aviation/airport security.  
    
16. Unavailability of a runway due to snow, ice, flood, obstruction or foreign object that results in a major impact on airport operations.  
    
17. Bird strikes, which result in aircraft damage or other operational impact.  
    
18. Missing aircraft reports, Search and Rescue action (RCC launch) and ELT activations.  
    
19. Significant building and equipment fire or other major damage on airport property or TC remote sites.  
    
20. Labour action affecting operational capability.  
    
21. Item dropped from aircraft.  
    
22. Regulatory infractions which have immediate safety implications, involve commercial carriers or may generate media attention.  
    
23. Environment emergencies such as significant fuel spill, hazardous chemical or radioactive spill on airport property.  
    
24. Accidental death or serious injury to employees or members of the public while on airport or TC property.  
    
25. Any occurrence which may generate a high degree of public interest or concern or could be of direct interest to specific foreign air authorities.
    
26. Illumination of an aircraft by a Laser or directed bight light source
    
27. Incidents involving UAVs 
    
28. Any missed approach that is not a direct result of the pilot not acquiring visual reference with the surface
    
29. Gross navigational errors or Gross altitude deviations that deviate from an accepted ATC clearance
    
30. Runway or taxi way incursions
    

As you can see, the majority of this list consists of items that must be tracked but do not constitute violations. Lastly Air Traffic Controllers are not the law enforcement branch for aviation. As per CARS 807.01 Controllers are legally required to file a CADOR for any occurrence that falls within this list just as pilot are required to record any aircraft snags no matter how trivial in the aircraft logbook. The report is then passed on the Transport Canada. Transport Canada makes the determination of what requires further follow up and what is simply a report of a non-routine event. Non routine events happen all the time and the majority are not violations.

As a pilot you do not need to fear CADORS. The most important thing is that you communicate freely and effectively with your Air Traffic Controller so that you can work together to solve any situation either routine or completely abnormal.

For more information and to ask your ATC questions visit:
The BC General Aviation Association's  Ask The Controller Page in the Members Section.

The BC General Aviation Association (COPA Flight #194) is pleased to announce the first Survival Shakedown.

We live and fly in one of the most beautiful parts of the world. With that rugged beauty comes terrain and conditions that can be extremely unforgiving and treacherous to those that are not prepared. One of the most important pieces of equipment in your aircraft is your survival kit. The survival kit will vary in contents depending on the season but should contain enough supplies to provide everyone on board your aircraft with shelter, fire and water for a reasonable amount of time to allow for rescue.

The BCGA Survival Shakedown is the perfect opportunity to put some thought into your survival kit and put it to the test or spruce it up. You will spend 24hours relying on nothing more than your survival kit that you would carry in your aircraft. ​

Dear Members,

Despite the mixed weather it has been a great start to the summer season for the BC General Aviation Association!

Recent Events
The BCGA has recently been invited to events at the Delta Heritage Airpark, Abbotsford Flying Club and the BC Floatplane Association's AGM. Thanks to these events we have seen a spike in membership numbers and are approaching the 500 mark. 

Membership
The membership of the association is truly inspiring! We are motivated by all the feedback that you give and by the incredible level of engagement that you have shown. Together with your input we can continue to make great strides in creating a truly great organization.

Website Update
We are continually updating the website and adding features and resources. One of the new features that you may notice is the inclusion of comment boxes on many of the pages as well as an exclusive Member Message Board in the password protected member's section. Please use these boards to communicate. Your comments will appear in real time on the website as you post comments. 

October Survival Shakedown
We are still working on details for the Survival Shakedown for the beginning of October. We are organizing some guest speakers to join us an talk about several survival topics ranging from first aid to building a shelter and survival psychology. For more information on this event CLICK HERE. If it is a success, we hope to offer the same event every Fall and Spring.

First Annual General Meeting
The first general meeting of the BCGA will be held on Thursday August 25th. For more information and to submit agenda items please CLICK HERE. There will be options to attend in person or online for those of you that are not close to the meeting location at the Abbotsford Flying Club. 

*Note: The Aero Club of BC generously offered their clubhouse as well but we have chosen the Abbotsford Clubhouse due to its enhanced internet speed to enable us to broadcast the meeting live to members outside of the immediate area. Thanks to both clubs for there hospitality!*

Later this year there will be new legislation coming into effect that will require a public consultation process for any new or previously unknown airstrips. This consultation process will involve both the local community in which the airstrip is or will be located as well as the federal government regardless of whether or not the airstrip is on private land.

July 8, 2016

Following a particular issue with an unregistered aerodrome, I was asked to prepare guidelines to assist Directors when asked questions about airports or aerodromes.
 
The purpose of this is to prove the existence of an unregistered/unlisted aerodrome before the mandatory consultation process becomes law.  As it stands, any EXISTING aerodrome should not be subject to the consultation process and would fall under the existing regime, until such time as certain significant changes (to be defined in Gazette 2) are made to it.

Three options come to mind and perhaps many more are possible
 
1. Aerodrome Logbook/Binder
I suggest to current owner of an unregistered aerodrome to start an Aerodrome logbook/binder, gather past evidence of the aerodrome`s existence in this logbook, such as old documents, old photos, invoices, permits, letters or log conversations with neighbors, municipalities, other aerodromes/airports, etc…   This suggestion stems from many informal meetings with Transport Canada staff working on this Amendment. 

If a complaint from a Municipality or a neighbor is filed against a current aerodrome owner, the first contacted is TC, then TC are required to investigate the allegations. TC will contact the presumed offender and will ask for clarification. TC would be satisfied with a copy of an aerodrome logbook demonstrating the year of existence, notification & mitigation of neighbours’ concerns and any other due diligence on the part of the aerodrome owners. TC requires tangible proof not hearsay, rumors or feuds between neighbours.

As explained the BC General Aviation Association’s (COPA Flight 194’s)  airstrip map and the previous BCAC Air Facilities chart can be used as part of the evidentiary package to help invoke grandfather rights that indeed a particular aerodrome was in existence prior to the establishment of the new regulations.   
 
2. Registered Letter to Transport Canada 
Send a registered letter to their regional Transport Canada office declaring the aerodrome`s existence and details  (sample letter by Tim Cole attached below)
 

3. Register In CFS (Read Carefully)
Register their aerodrome in the Canada Flight Supplement however a caveat must be declared. Registering in the CFS may also cause some problems or extra costs to the aerodrome owner because in some circumstances the TC Inspector  may adjudicate the aerodrome is not up to standards and requires changes or may judge the aerodrome is located in a Built-up area requiring a costly Airport Certification.
 
New aerodrome proponents or major changes to an existing aerodrome
 
Until the Amendment becomes law, ‘’Keep in mind protection under Federal Jurisdiction will still exist as long as proponents Notify, Consult and Mitigate concerns with their municipality and neighbours’’  I suggest they keep records (Aerodrome Logbook concept) of all their efforts to Notify, Consult and Mitigate concerns. Obviously some Municipalities & neighbours will do everything in their power to prevent an aerodrome from being developed and can become prohibitively costly to defend oneself.
 
Municipal building permits or not. I start by asking how is your relationship with your Municipality and neighbours. I also give a few examples of my experience to the COPA member.
 
 I.            Aerodrome owner that applied for a Building permit and is compelled to apply each time he builds another hangar because he wants to keep his small Municipality in good favour and it gives him some reassurance in case of a dispute. 

II.            Aerodrome owner that explained the Federal Jurisdiction to the Municipality and this Municipality is proud to have an aerodrome. This aerodrome owner also does a lot of community work using his aerodrome.

 III.           Rideau Valley aerodrome (Ottawa area), is owned by the Municipality but managed by COPA Flight Westport. This Municipality is extremely happy, coexistence and  symbiosis of the aerodrome and this group of volunteers, the aerodrome brings Cottage country tourism and many new cottage owners commute from Toronto with their aircraft. Unfortunately to build a hangar this Municipality is required to follow the Ontario Municipal requirements but they purchased one Engineer design that they share and split the cost with all future hangars owners.
 
I conclude with: the decision is up to each individual according to their level of confidence and comfort with the Municipal authorities and neighbours.
 
Patrick Gilligan
Vice President, Operations

On behalf of every BCGA member we would like to congratulate BCGA members Carter and Kirsten on their engagement. After 8 years together Carter finally popped the question at 9500ft about 60nm west of Cranbrook. Arguably under duress (as the non flying passenger) Kirsten said yes! 

They are a fantastic couple and have decided to formally become Captain Kirsten and First Officer Carter in mid 2017.

Congrats guys! Here is to smooth skies and solid crew resource management!