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Accident and Incident Report
Distribution
All should be addressed to the
Operations Department (Flight
Safety) with a copy held at the Unit
and supplied to the Area Manager or
Managing Pilot. The Report must be
kept intact and not separately posted
to the respective department heads.
Likewise, supporting information
should be attached and sent under
the same cover, if possible. A receipt
will be returned to the Unit by the
Flight Safety Department, giving a
reference number to the Accident or
Incident, which should be used in
any further correspondence.
The reports will be subject to
immediate internal distribution and
distributed to all on a monthly basis.
Monthly Summaries should be made
available to all pilots and engineers,
but not copied or shown to non-
Company personnel and should be
treated as confidential.
An accident file can only be closed
by the Operations Director.
Mandatory Occurrence
Reporting Scheme
The CAA Mandatory Occurrence
Reporting Scheme (MORS) relates to all
British registered public transport
aircraft heavier than 2300 kgs, but
reports should be submitted for all
aircraft. The overall objective is to
improve flight safety and not to
attribute blame. Occurrences should
be reported to the Flight Safety
Officer who will forward the MOR
to:
Accidents & Occurences 171
Research and Analysis Dept
Civil Aviation Authority
Aviation House
Gatwick Airport South
West Sussex RH6 0YR
01293 573744
Objectives of the Scheme
· To ensure that the CAA is
advised of hazardous or
potentially hazardous incidents
and defects, referred to as
‘Occurrences’.
· To ensure that knowledge of
occurrences is disseminated so
that others may learn.
· To enable an assessment to be
made by those concerned, of
the safety implications of each
occurrence, both in itself and in
relation to previous similar
occurrences, so they may take
or initiate any necessary action.
Definition of a Reportable
Occurrence
A reportable occurrence is:
· Any incident (not a notifiable
Accident under Section 5 of the
Civil Aviation (Investigation of
Accidents) Regulations 1989)
· Any defect in or malfunctioning
of any part of the aircraft or its
equipment, being an incident,
malfunctioning or defect
endangering, or which if not
corrected would have
endangered, the aircraft, its
occupants, or any other person.
· Failure or inadequacy of
facilities on the ground, used, or
intended to be used for, or in
connection with, the operation
of the aircraft.
· Any incident arising from the
loading or the carriage of
passengers, cargo or fuel.
Informing Base of Occurrences
The first point of contact should be
the duty Ops Officer. Generally,
unless the aircraft is up to public
transport standards it should not be
ferried back to base until the
problem has been fully researched,
in which case it follows that a return
to base without passengers will only
be undertaken when specifically
authorised with the concurrence of
the commander who will always
have the final say.
In-flight unserviceabilities which, in
your opinion can be rectified at base,
must still be reported on VHF or
HF so the Engineering Department
can get ready for when the aircraft
lands. Crews must inform base of
birdstrikes, minor illnesses etc. as
well as technical defects before
continuing, or as soon as possible
after take-off.
Airprox, Birdstrike and
Lightning Strike Reports
Because of the specialist and detailed
nature of the information required,
Airprox, Birdstrike and Lightning
strike reports should be reported on
the Specialised Report Forms CA
1094 and CA 1282, or the Lightning
Strike Report Form, each of which
should contain the address to which
they should be sent. For birdstrikes,
damage photographs should be
submitted if possible with a duplicate
copy sent to Ops (Flight Safety)
attached to a Company Incident
172 Operational Flying
Report. All these come under the
MORS.
Certain information following an
Airprox should immediately be
reported by radio to the ATS unit
being used at the time, or is made
immediately after landing by
telephone to any UK ATCC. A
telephone report to the LATCC,
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