Mandatory Occurence Reporting System

KingAir

KingAir

Well-Known Member
I would love to hear a Controllers point of view concerning this subject! Ballpark, How many reports have you filed and how big of a hassle is it to file them. And any advice for those of us who now have to worry about getting phone calls from FSDO and lawyering up to save our careers all because of a minor mistake that, three months ago, would have been forgotten about by both parties involved? And, most importantly, what actually classifies as an Occurence ?
 
MORs aren't just done by the Supes, but also the CIC. I sat through a briefing, oh, about 5 months ago so I'll share what little I remember. I don't work CIC so I've never filed one, but I remember in the briefing they are pretty simple forms mostly consisting of drop down boxes. I honestly don't know how these forms affect pilots as the reports aren't processed at the local facility. I don't recall all the required MOR reporting events, but its basically your standard list of things. Separation errors, NORDO, go arounds, etc.

It really isn't just MORs that are bringing up the issues you're concerned about. "Snitch Patches" like they've had at centers for years are being rolled out at TRACONs. Any loss of separation is a candidate for review off site and after a certain percentage is lost that review is mandatory. Our problem (and thus potentially yours) at the approach level is how many times we use visual separation and how many mandatory reviews must be generated on a clear VFR day running simu visuals. I don't know how or if they review things on the pilot's end, but I do know on our end an abbreviated readback by the pilot in a case of visual separation will be considered a separation error charged to the controller.
 
They want us to do scratch pad entries that denote what type if separation is being used.
IE. "VT" for a visual following traffic to "refuce the workload on the QA people. SCREW THAT I want to ovrload them with stupid reviews.
 
Would this be why I got this letter?

“The Federal Aviation Administration (FAA) data base shows your bank as the registered
owner of aircraft NXXX. Our office is currently investigating an occurrence that took
place on March 21 , 2012 at the Addison, Airport (ADS), located in Addison, TX. As
reported, the Control Tower stated that Aircraft NXXX,departed at approximately
1400Z and the landing gear would not retract. The aircraft then returned to the airport and
landed without further incident.
Our office has been unable to locate the Pilot in Command of the aircraft to discuss this
issue. In order to close out this occurrence, we need to fmd out what maintenance if any
was accomplished on the aircraft after the flight. Please provide us with a complete report
of the event and any actions taken due to the landing gear not retracting.
Please respond within 1 0 days of receipt of this letter with your report on the occurrence
stated above. Additionally, if you require any further assistance, please feel free to contact
our office.
Sincerely,”

This is the email I sent back.

“This email is in response to your letter about NXXX at KADS.

After departing I discovered that the landing gear would not retract. I returned the gear selector to the down position, checked to make sure the circuit breakers were still in and that the landing gear was still down and locked. I then returned and landed.

The airplane was taken to XXXX where it was discovered that the squat switch was defective. The squat switch was replaced and the airplane was returned to service.

Please note the attached photo of the logbook entry for this repair.”

I got an email back saying that it had been closed. I thought it was strange to get a letter for such a minor problem. I also thought it was strange that they could not find me since we took off on an IFR flight plan and after we landed we returned to Million Air. All they had to do was call the FBO to find out my phone number or get it off the flight plan information.
 
Corporate Pilot said:
Would this be why I got this letter?

“The Federal Aviation Administration (FAA) data base shows your bank as the registered
owner of aircraft NXXX. Our office is currently investigating an occurrence that took
place on March 21 , 2012 at the Addison, Airport (ADS), located in Addison, TX. As
reported, the Control Tower stated that Aircraft NXXX,departed at approximately
1400Z and the landing gear would not retract. The aircraft then returned to the airport and
landed without further incident.
Our office has been unable to locate the Pilot in Command of the aircraft to discuss this
issue. In order to close out this occurrence, we need to fmd out what maintenance if any
was accomplished on the aircraft after the flight. Please provide us with a complete report
of the event and any actions taken due to the landing gear not retracting.
Please respond within 1 0 days of receipt of this letter with your report on the occurrence
stated above. Additionally, if you require any further assistance, please feel free to contact
our office.
Sincerely,”

This is the email I sent back.

“This email is in response to your letter about NXXX at KADS.

After departing I discovered that the landing gear would not retract. I returned the gear selector to the down position, checked to make sure the circuit breakers were still in and that the landing gear was still down and locked. I then returned and landed.

The airplane was taken to XXXX where it was discovered that the squat switch was defective. The squat switch was replaced and the airplane was returned to service.

Please note the attached photo of the logbook entry for this repair.”

I got an email back saying that it had been closed. I thought it was strange to get a letter for such a minor problem. I also thought it was strange that they could not find me since we took off on an IFR flight plan and after we landed we returned to Million Air. All they had to do was call the FBO to find out my phone number or get it off the flight plan information.
Click to expand...



A similar incident happened to an acquaintance of mine with a door annunciator. He got the light, returned as a precaution, determined it was a microswitch, closed the door again with no light and took off. He got the phone call two days later.
 
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