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Direclor I;cne~?J 01- Civil Avi,~lio~l

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Civil Aviation Departlllcl~l
Technical CcuLre
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NE\-If DEl.1-ll- 'I '10 003
 .. AIR-INDIA CHARTEB LIMITED
OPERATIONS MANUAL
. -
.- ..
---- ' PREFACE
1

Operations Manual has h e n prepaied in conformity wih the Rule 1408 of the Indian
Aircraft Rules 1937, CAR Section 2 Series '0'Part 'X', Rev.2 dated 17th March, 2004
and ICAO Annex 8, to provide adequate guidance, specific instructions and van'ous
opratlonal polides for personnel connected wilh fligM operations to discharge their
duties promptly,effectively snd efficiently.

If any Infonna~oncontained In this doment !s at variance or contradictory to any

statulaw document e.g. AlrcfaH Rules, Chil Aviation Requirements,Advisory Circulars,
Aeronautical Information Circulars, A.I.P. etc., the content of statutory documenls will
take precedence end shall be binding.
Under routlne wndltions slrici cumplianm is required with all applicable government
regulations. Nevertheless, nothing in this manual however carefully outlined and
precisely adhered to, can replace the exercise of good judgement in case of emergency
o! wlrc!~~ dictala.
cn~~rlilifins

Suggestions lor improving the contents and creating a.better outline for (light operalions
are requested. All personnel are also requested to keep in n~indal all times, lhe
'ODJECTIVES'of Air-India Charters while discharging their duties.
 .. .

A 1R-INDIA CHARTERS I;lM I TED -

OPERATIONS M AN11A I ,

l S T Floor, IFSD Building. Medicon-Bhavan,Oyp. Indian Oil Depot,

'
Mumbai Airport, Sa har, Andheri-B, Mumbai - 400 099
Tel:28318825/8826/8828*Fnw:28364643 .
 AIR-INDIA CIWZTERS LIMITED .
OPERATTONS MANUAL
MISSIONOF A I R I N D I A CHARTERS PAGE-Ol 1
GENERAL

Air-india Char(- l i m i t d is a Company registered under the Companfs Ad 1956.

Airindia Charters limited operates r-r si;heduted'se~eand also operates

several schedddcharter flighls.

Air India Charters Md. has ob(ained a vdd Alr Operators Permit (AOP),iissued by the
DGCA WI c ~ d aAlrl Tkmprt Opefatiorss are conducted in accordance with -the
conditions and limitations as s w e d in the AOP. The AOP has k e n issued
corrsequdnt to AlCL demonsbating an adequate organwon, methad of control and
Flight operations supenri* Tralning Programme as d l as Ground handling and
Maintenance arrangements&mt with Lhe OOCA rqtirments.
..
The AOP validiy of the AOP &dl d m on AICL maintaining the requirements of
OGCA

The AOP shall contain the following information

a) 'Name'daddressoftheqnwator
b) Date and issue of tlw AOP. . :
C) . Validity ol the AOP
d) Naturedoperations
e) Aircrafl type along with the manufadurers serial number and seating capacity
f) Authokd m a s of qmtionslmdes

Air-Mia Charlers Limited airtxall and aewwrry the nation'sflag to variws countries
oi the world. To thousands of people in these countries, Air-India Charters Limited
and its staff are synonymous with India and lheir judgment of the countrj will largely
depend on their oplnion of the Company, staff and operational efficiency. II is,
therefore, natwal hat the standard of d u d expected of kew whilst on duty. is of
tho high order and Commanders of the Cwnpanfs aiteiafi wlll always endeavour lo
glve the right lead and guidance to other members of the crew.

The prime objective of Air-India Charters Limited Is 'to provide safe, efficient.
adequate, economical and properly ~ q r d h a t e daittransport services'. In carrying
outlhis objectiw, the C.ompanyis to act so far as may be on business principles.
The continued progre!;s and proswrity of Air-India Charlers Umited depends on its
satSdadbry ptdormanoe of its prime duly, iir the safe and eficient lransportation of
passengers, ,mail and cargo. To retain tb value of lhis service and to attract the
W i n g public, % Is impwative that four fadors are constantly kept In view by all
lhose concernedwith the Contpnfs flight operations. These factors an:
i) Safety

i Passenger comfort
 AIR INDIA CHARTERS LIMITED
OPERATIONS MANUAL
TABLE OF CONTENTS .
I SECTION CONTENTS PAGE
- ..
! 17-1.2 CRITERIA FOR DETERMININGTHE USABILIM OF
AERODROMES
METHODS FOR THE DETERMINATION OF AERODROME
OPERATING MINIMA
EN-ROUTE OPERATING MINIMA FOR Vf R FLIGHT
PRESENTATION AND APPLICATION OF AERODROME AND EN-
ROUTE OPERATING MINIMA
INTERPRETATION OF METEQROLOGICAL !NFORncfATION'
O ~THE QUANTITIES OF FUEL AND 011.
D E T E R M ~ N A T IOF
CARRIED
MASS AN0 BALANCE CONTROL
ATS'FLIGHT PMNNING FORMS
OPERATIONAL FLlGHT PLAN
A~PPLANETECHNICAL LOG
DOCUMENTS,
DOCUMENTSTO BE CARRIED ON BOARD
TO BE CARRIED BY AIR CREW
EQUIPM~NT
TAXIING RESTRl,CTlONS
FLIGHT PROCEDURES
VFR I IFR P0LIC.Y
VFR FLIGHTS
IFR FLIGHTS.
INSTRUMENT FLlGHT PROCEDURES
A L T E R ~ T EAERODROMES
NAVlGATtONAi PROCEDURES
-
LONG RANGE NAVIGATION MNPS (MINIMUM NAVlGATtQN
PERFORMANCE SPECIFICATION)
HAVtGATION PROCEDURES
RNAV
IN-FLIGHT RE-PLANNING
PROCEDURES IN THE EVENT OF SYSTEM DEGRADATION
RVSM
G CHECKING PROCEDURE
ALTIMETE~S E - ~ I N AND
MAINTEWANCE OF ALTITUDE AWARENESSAND USE O F .
AUTOMATED OR FLIGHT CREW CALLOU~TS
FUEL.MONITCRlNG -
ADVERSE WEATHER OPERATlONS FROM RUNWAYS
CONTAMINATED WITH SNOW, SLUSH OR WATER
THUNDERSTORMS
FLIGHT IN ICING CONDITIONS
TURBULENCE (CAT) '

WIND SHEAR
JET STREAM
VO LCANl C ASH
HEAVY PRECIPITATION
SAND STORMS
MOUNTAIN WAVES
- .WAKE TURBULENCE .
CREW MEMBER DUNSTATIONS

15.09.2006 PAGE 7
 AIR INDIA CHARTERS LIMITED
OPERATIONS MANUAL
TABLE OF CONTENTS
I SECTION CONTENTS PAGE I
USE OF SEAT BELT IHARNESS
FLIGHT CREW
CABIN CREW
PASSENGERS
FASTEN SEAT BELT SIGN
ADMISSION TO FLIGHT DECK : COCKPIT DOOR
COCKPIT DISCIPLINE
COCKPIT JUMP SEATS
FLIGHT INSPECTORS I OTHERS
INCAPACITATION OF CREW MEMBERS
CABIN SAFETY REQUIREMENTS
PASSENGER BRIEFINGS, INSTRUCTIONS AND
COMMUNICATION
OZONE / SOLAR RADIATION
ALL WEATHER OPERATIONS
ETOPS
USE OF MINIMUM EQUIPMENT LlST (MEL) AND
CONFIGURATION DEVIATION LlST (CDL) .
NON-REVENUE FLIGHTS
TRAINING FLIGHTS
TEST FLIGHTS
FERRY FLIGHTS INCLUDING DELIVERY AND POSITIONING
DEMONSTRATION FLIGHTS
IN FLIGHT OBSERVATIONS
AIRCRAFT OPERATIONS DURING MONSOONS
PROCEDURE FOR REIAYING WEATHER INFORMATION
USE OF NORMAL CHECKLISTS
USE OF NORMAL CHECKLISTS
DEPARTURE CONTINGENCY PROCEDURES
SINGLE ENGINE PROCEDURES - TAKEOFF
STANDARD NOISE ABATEMENT PROCEDURES
ALTITUDE AWARENESS I AUTO-CALLOUT
ALTITUDE ALERTING SYSTEM PROCEDURES
-USEOF AUTO PILOT AND ATS IN IMC FLIGHT
USE OF AUTO PILOT AND ATS IN IMC FLIGHT 21-1
ACCEPTANCE OF ATC CLEARANCE
INSTRUCTIONS ON CtARIFlCATION AND ACCEPTANCE OF 22-A
ATC CLEARANCES
TAKE OFF AND APPROACH BRIEFING
TAKE OFF BRIEFING
APPROACH BRIEFING
ROUTE I DESTINATION FAMILIARIZATION
DETAILS OF ROUTWDESTINATION FAMILIARIZATION 24-1
\
.+I
PAGE 8
 OPERATIONS MANUAL
TABLE OF CONTENTS -
-
1 SECTION CONTENTS
.
-PAGE I
CHAPTER-25 STABLlZED APPROACH
25-1 STABLIZED APPROACH 25-1
25-2 APPROACH'BECOMING DESTABLISED . . 25-1
25-3 MANDATORY MISSED APPROACH 25-1
2- MISSED APPRQPCH REPORT 25-1
CHAPTER-26 ,HIGH RATE OF DESCENT
26-1 DETAILS OF HIGH KATE OF DESCENT 26-1
. -
CHAPTER-27 CONDITIONS FOR lMC PROCEDURE
27-1 INSTRUCTIONS ON INSTRUMENT APPROACHES 27-1
CHAPTER-28 PRECISION AND NON-PRECISION APPROACHPROCEDURES
28-1. ' CONDUCT OF P~ECISION AND NON-PRECISION APPROACHE$ 28-1
CHAPTER.29 TASK SHARING DURING IMC APPROACHILAND~NG
29-1
CHAPTER-30 CFIT-AVOIDANCE AND'GPWS PROCEDURES
30-1.1 INSTALLATION OF GROUND PROXIMITY WARNING SYSTEM
30-1.2 CONTROLLED FUGHT INTO TERRAIN (CFIT).
30-1.3 STRAIGHT IN ILS APPROACHES IN IMC, -
30-2.1 CFIT RISK REDUCTION :
- 30-2.2 RADAR ENVIRONMENT ' :
30-2.3 MINIMUM ALTITUDE
30-2.4 , INSTRUMENT APPROACH TO LAND PROCEDURE
30-2.5 APPROACHES
30-3,1 FACTORS CAUSING CFIT ACCIDENTS
30-3.2 CFIT AND USE OFGPWS '

CHAPTER91 ACAS 1 TCAS

31-1. COLL~SIONAVOIDANCE
-35-1.1 coLtrsloN AVOIDANCE WITH GF~OUND
31-1.2 INTRODUCTION
31-1.3 AVOIDANCE OF COLUSION WlTH THE GROUND
31-2.1 . RESPONSIBILITY OF COMMANDER
31-2.2 CHECKING POSITION WHEN APPROAGHINQ
31-2.3 COLLISION AVOIDANCE WlTH OTHER AIRCRAFT IN CASE
TCAS NOT AVAlUBLE
PURPOSE ..
BACKGROUND
ACTION
AIRBORNE CCiLl SiON AVOIDANCE SYSTEM(ACAS)
FLIGHT CREW ACTION FOR TRAFFIC AVOIDANCEWARNING
AIRBORNE COLLISIONAVOIDANCE SYSTEM TRAININGACAS
INSTRUCTIONS TO PIC ON INTERCEPTION OF AIC
l NTERCEPTION OF CIVIL AIRCRAFT 32-1
AN AIRCRAFT IS INTERCEPTED BY ANOTHER AIRCRAFT 32-1

..
15.09.2006 PAGE 9
 AIR lNDlA CHARTERS UMlTED
' OPERATIONS MANUAL
I ABBREVIATtONS

-.. I

,.
.

.
L LTOM LOWER TAKE-OFF MINIMA
M MEL MINIMUM EQUIPMENT LIS-T' --' -'--

MNPS MtNlMUM NAVIGATION PERFORMANCE SPEClFlCATtON

OBSTACLE CLEARANCE LIMIT

.
----
P PAX
OPERATING WGIGI4T EMPTY
PASSENGER -----
PIC PILOT-IN-COMMAND -- -- -- ---
--
PSO PERSONALSECURITY OFFICE%
 .
I
I

- ' AIR INDIA CHARTERS LIMITED

Q
R UK . W OTEEPHONY
.. m v . AREANAV~GATIO~~ . .

- RVR RUNWAYVISLIAL. ~ G E'. ;

- - RVSM .REWCkDKRflCALSEPARATlONMlNlMUM, . -
S SOL STAFF ON WVE
SPG. . ~ P ~ T I O N G R O U P
- . STD STANDARDT~QFFMINIMA
...
U UNM . UNACCOM?ANIED.MINOR ' '
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7 VFR
. WP
VISUAL FMHT RUSS
VERY I M P O R ~ A ~~
PERSON -
us. , - VlSlHl
VMC v l s U A L ~ ~ O L 6...
G ~ CCONDITIONS
AL .
w. . -.
-
-
- z
 I AIR-INDIA CHART= LIMITED .

.:'.j
..,
.... ICI€AFTER-O ADMINISTRATLON~DCOKTROLOPOPBRATlONSMANUAL PAGE 0-11
.i: .I 0-1 LNTRODUCTION

The Operations Manual has been prepared as per pule 1408 of the Indian Aircratt
. 'Rule, 1937, CAR Section 2, Series '0, 2 dated 17' March, 2004
Pad x,''~evision and
ICAO Annex 6 in the format recornhendd in I ~ A O EOCS 9376-AN1914. A copy of.
this manual will be c=am'edon board the aircraft. .
REOUIREMENT FOR AN OPEMTIONS MANUAL

As requird under the provisions of Annex 6, Part I and Part Ill and the CAR, this
Manual has been'provided for the use and guidance of Operations perSonnet.
VQ1,UMFS OF A N OPERATIONS MANUAL
[COMFOS~[OH O F OPERATIONS MANUAL]
. * :
<

i) Operations Manual Part A:

Operalions Manual Vol. 1 8 Vol. 11

ii) Operations Manual Par1 B:

" . Flight Crew'Operations Manual
8737-800- MEL, DDPG & CDL
.: Quick Fieference Handbook
iii) . Operalions Manual Part C:
Jeppesen Route Manuals

iv) Operations Manual .Pad D:

Operations Training Manual

AUTHORITY
This Manual is issued under Lhe authority of Director - Operations. All concerned with
operation of aircraft are required to strictly mmply with these irlstnrclions..Its contents
shdl no1 be deemed to supercede any instruclions cantained in

1. hrcrafl Ma~~ual (Ir~dia)

2. CARS , .
3. Alps (India)
1. AtCs
5. Ai:plane Right Manual
6. Air Safety Cjrculars

All concer!lcd in [!I= flight operalions rilusl c o n ~ ~ l ~ Il:e la~vs, regulations,

with
procedures nl lhose slates ir! wlricll the operations are conduclcd. Inforn~ationon
is avsilal~lei r ~Jcppescn Roulc M3nv.d.
l;~~slrcgulalions
 - .

AIR-INbU CIYARTEW LIMITED

, .
/$:.-;
-.?. ,
OPERATIONS MANUAL
.-....,
?'. ...'1.:
. ,.. . ~ P A ~ E - o - ~ ADMINISfRA~NAND~OLOFOPERATlONSMANUAL CHAPTER-0 1
DISTRINUT1ON OF OPERATIONS MANUAL

, - . ., 'Distribution of Ws ~anual indude, bul is no! limited lo the following:

i-

I. O.G.CA (INMA)'
€a& FligMCmw Member
,

.$I
,...
,:.>.:..I:.
...-.
.--..
A....
- ..
2.
3. 4 On board each
4m ,. MnIbht &patdm
5. Any olher person, department. &ency, e l . (ha1 the Operations DepartmRIl
mnslders su'eh b n o e is necessary.
, .

:..[.;..:.; ,
Each p e r m lo whom a manual or appropriate part thereof is furnished has an
... .. assigned.@l nqber and shall keep # up to date with lhe changes and additions
:.. :'
..:....::
:-.-
...
:
W h e d , h. wh0.n remived and the receipt provided will be
jeyisipns WQ IHhs%rted
, .. .
mi.:.>. returned kcehiQhg such inktian.
....
.-:
.., .
..-<.:,
.;5;;<
04 CONTROL- OF, OPERATIONS MANUAL
-- . .
Operations. Department ml keep l i ~ erecord oi distribution of all conlrolled copies
i the Operetim~Manual Pa? I.
of

" The amendments to Operations Manual shall be issued under supervision of manager
(FH.Ops.)l(Admin.) as au(hwised blj Chief of Operatiqns. . .

'
. . 11 a minor mrredon or some typographical err& is to be correcled, a cirwlar-
combining all such cotredions will be issued and holdem o i Manuals will be required to
effed these corrections in their copi&.s. However any change in important opera5o~at
policy will a k y s b issued as an amendment. .

.Operations Department shall e k r e that amendment wpies are distributed to all

ancemed for updaUng of the Operations Manual.

Though all eKMs wifl be made to issueldistribute amendments to all concerned, all
.cqncemed are advised lo deck and obtain amendments from Tech. Doc. SecIion of
Operations Department, Sanla Cruz and keep their copy fully amended for reference.

~me"dmenlslo the Operalions Manual, Pad I, will always be issued as 11cw or

replacement pages. Handviritten arne'ndments and revisions are not permitied
exept in siluations requiring immediate amendment or revision in the interesl of
safety. Such temprary amendments should'beaoth~hi~aTed by signatbte-andstamp
o l Manager (Fll.Ops)l{Admin) or as autl~orisedby Chief o l Operations.
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, AIR INDIA CHARTERS LIMITED

OPETCATIONS MANUAL
I CHAPTER - I RESPONSIB~LITIES OF OPERATIONS PERSONNEL PAGE 1-1 I
ORGANISATION STRUCTURE

The chairman of Air India is also the cpairrnan of AICL. Authority to control all the
operational activities in Air-India Charters Ltd. rests with the Chief Operating Omcer.
He is assisted by Chief of Operations, Coordinator Operations, Chief of Trairijng,
Chief of Engineering and- Chief of Commercial. The functions of Finance, HR,
lntemal Audit, Ground Handling, Materials Management and Security will be
handled by senior managers from Air India in addition to their normal duties.

In the absence of any of the above executives, their duties will be coordinated by the
other available executives as directed by the Chief Opeqting Officer.

The Chief ~peiating'~.Officertridll,als~ be:as$istedi by €be Chief of Air Safety and

Engineering Quality qontrol . . w]ll:qeport
, , . . . . who
.. . him.
directly.to - 7 . . a .

The Chief of Operations will have,oveyll responsibility of operations control and

supeniision for sriiooth, safe arid eficienl'conduct 'of jligfit'operatim. 'He shnu[dkbe
Or have .been a pilot-helding 'a professional pilot,li~e~se, who, in all operational
'matters wlll ak as Haison
. . betweeifthe Company & fhe"Civil'Aviation ~dministration.
. . . .
He is assisted by f he'following:- . .

a> Flight Operations Manager - He will be.responsible for all flight operations
Including conformation and enf~rcement. . of requirements of DGCA, fb'i safe and
efficient operation.
I I

b) ~n-fli~ht'Seivicis ~ a n & r . - ' H e l ~ h eis -r&sponiiblekr'en&in$ availibility 3

- cabin crew. He wlll also be. respbnslble foi fohulatjon and .enforcement of
requirements of DGCA, .ensuring standards of in-flight proficiency necessary for
,safe and efficientoperation.
.-
. . -.
C) ManageiFlight Despatch,- He k-responsible far all matters related to
flight despatch functions and for enforcing all requirements, of DGCA, necessary for
safe and efficient operatioris.

d) Manager Crew Scheduling (Cockpit and Cabin Crew) - He is responsible

for ensuring the availablllty of sutbbly qualfied drew for all flights, scheduling' their
refresher training requirernenl, FDTL and programming.
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 AIR INDLA CHARTERS LIMITED
OPERATIONS'MANUAL
I CHAPTER - 1 RESPONSlBlLlTtES OF'OPERATJONSPERSKN(EL PAGE 1-3
I
1 1-2.1.3 MANAGER FLIGHT OPERATIONS The duties of !he Flight Operations Manager will
be as follows-

To recommend operations policies and flight procedures to the Chief of

Operations so as to malntain a high sfandard of flight operations.
To ensure that national and International regulations affecting operations of
aircraft are complied withi-"
iii) To determine whefher the facilities and services required for etficient operation
of scheduled and non-scheduled flights throughout our network are adequate
and initiate action for their improvement as deemed nemssaty.
iv] To liaise with Government, DGCA, IATA, AlrcraWEngine Manufacturers and
other airlioeslorganisations with a view to improving the operational standards.
Ta iiaise with Englneering with regard to technical issues concerning
performance, systems, navigation, MEUCDL, cockpit layout, etc.
i) To fake action on flight crew reports.
' vii) To analyse delays, diversions, over flylng, technical land/ng etc, and take
corrective action as necessary.
vi ii) Evaluation & finalisation of jet fuel contracts for all onlinel alternate airports in
our network.
To supervise the functions of the SSB.
To ensure renewals of the Air Operatbr's Permit, Aircraft Insurance.
To cpordinate with the Ground Sewices to make ground handling
arrangements at all our onlinel alternate airports in our network.
Any other matter assigned by the Chief of Operations. .
I -$-2.1.4 MANAGER FLIGHT DISPATCH The manager Flight Despatch is responsible for
I the following functions:-
.To ensure. the safe, regular and efficient operation of flights and to maintain
high standards in work and discipline amongst all staff of the Flight Despatch
To formulate Flight Despatch pojicias and supervision of Flight Despatch
activities throughout our network,
To ensure that copies of Operations Manuals, Technical Manuals, Route Facility
Manuals, etc. held and used in,the Division are amended from time to time and
. ~aintainedupto-date.
To ensure'that the docurneit$manuals requlred for a flight, are updated and
.canied:p?@ard the aiflr,gff prior fq despatch from base.
TO take up with concernedauth$ities any k f i ~ i $ ~ c i eobserved
s in respect d
aerodro~es,
. -.J
route fqciutie$,' :comtyunicaf!ons, ' radio aids, navigation,
~eteohloglc;alservices: ATC unlts; etc; '

TOwork in dose cojlaboration with other Divisions and the Commercial (Traffic)
, and Englneering In matters of mutual Interest.
To ensure smooth functioning of Flight Despatch and Movement Control at
airports.
To plan duties of Officerson round-th&clock bask during low visibility seasons
to take prompt decisions & llaise with the Control CelV CommercIaV Engineering
Departments for optimum operations during diversions etc.
 ...
.- .>
... > OPBRATIONS MANUAL
:;:.:.::
....
:.;.:.;
..+l-.;- I PAGE 1 4 RESPONSIBILITIES OF OPERATIONS PERSONNEL CHAPTER 1 - I _
.- . -. I
- ,' I
...
k) To advise Ops Mgr (Flt Ops.)l Ops Mgr(Admin) with regard to the requirements of
fllght despatchers/ flight' despatch facilities1 offices within our network of operations.
X) Any other matter assigned bylhe Chief of Operations.

1-21.5 MANAGER CREW SCHEDULING kockplt and Cabin Crew):- The Manager Crew
.. - Scheduling Is responsible for the following functions:-
ijfcj
<; 4
:.-.-
-
2-.
:.:
.
. ::.:
-

i) To maintain high standards in work and discipline amongst all officers1 staff of crew
scheduling. He will be responsible for all crew scheduling work and compliance of
Flight Duty Tlme LimRations.(FDTL) and maintenance of these records.
ii) To release the personnel advised by Dps WIgr (Trg) for local checks, Simulator,
. ..
-,-, ., .-.
route cheeks, refresher courses, etc. as the case may be.
*.:.
-. .. hi) To release the personnel for periodic medical checks as advised by Ops Mgr (Trg).
... -...
...
iv) To ensure adequate distribution of flying amongst flight crew.
. ,

. . Y) Formulating crew rosterfng pa'ttemand postings, when required.

....,...
..:.....
*.>
. =-!
,.,.+ wi) Releasing tfmfllght programme.

1-2.2.1 The Chief of training is responsible for the overall training requirements of all
1 departments. He is to coordinate, plan and ensure implementation of the plan for all
training sctivitles In wnsubtion with other departments. He will be assisted by staff
detailed from various departments in imptementing the training plan.
I
I
1 1-2.2.2 His rpaponsibiliUes are llsted below-

i) To fornulate and enforce, within the requlrements of the DGCA, standards of

flight proficiency and general proficiency necessary for the safe and efficient
operation 'of all types- of aircraff In use in the aidlne by company fllght
personnel and ground personnel.
Ii] Execution of trainlig' -'plans and programmes for the flight operations
personnel. Such training will include Command ~raining, Endorsement
Training, Tralning of Examiners, Flight Instructors, Check Pilots, flight safety
for OpemtinglCabin Grew and the Training of f llght Despatch Personnel. He
will also amnge refresher courses and proficiency
as pet DGCA requlrements.
. . checks of flight crew etc.
iil) Overall superylslon and wordinalion of all training .activities of the entire '

organlsatlon including trklning'of AME'd, Engineers, 'Sewnty personnel, Load .

& Trim Staff and Ground Services personnel.
Iv) Maintain full and up to date records of the tralning and licensing status of the
Fllght Opemtlons personnel.
v) TO prepare tralnlng curricula for all types of aircraft operated by the Company
and keep It upto-date, taking into consideration latest operating technique,
'

experlenee, Instructions and directions of the DGCA

vi) Maintenance of all tralnlng aids lnduslve of Simulators.
vir) Internal audit check of all trainlng I licensing tasks.
 AIR INDIA C£MRT€RS LIMITED
OPERATIONS MANUAL
, .
I CHAPTER - 1 RESPONS181LITIES OF OPERATIONS PERSONNEL PAGE j-5

viii) To c~ardinatewith the Department of Air Safety on various activities relating

to Permanent Investigation Board, Safety promotions and other safety related
matters.
He will, as appropriate; issue technical, operational, administrative &
navigational circulars, maps, charts, Flight Manuals and all other documents
necessary for the safe and effjcient operation of a flight and ensure up-to-date
status of Flight Manuals and all other documents necessary for the safe and
efficient operation of flights.
. x) . He will ensure prompt distribution. of information as regards flight safety and
aviation securii issues received from DGCA, IATA, manufacturers etc.
xi) He will ensure all operational requirements for operations to new airports/ new
routes are met with.
xii) To supervise & ensure that all flight operations are conducted as per existing
procedures.
xiii) To assist the Chief Operating Officer in matters pertaining to administration,
planning and formulation of policies.
xiv) To ensure that all flight crew maintain a high standard of airmanship and
proficiency In day to day operations.
~1 Any other matter asslgned by the Chief Operating ,Officer.

For each flight, the Operator shall designate one pilot to act as PIC.

a) The Pilot-in-Command shall be responsible for the operation and safety of the aeroplane
and for the safety of'all persons on board, during period of command.
b) The Pilot-in-Command shall' ensure that the approved checklists are complied with.
c) The Pilot-in-Command shall be responsible for notifying the nearest appropriate
authority by the quickest available means of any accident involving the aeroplane,
resulting in serious injury or death of any person or substantial damage to the aeroplane
or property.
d) . The Pilot-in-Command shall be responsible for reporting a!l known or suspected defects
in the aeroplane, to the operator, at the termination of the flight.
e) The Pilot-in-Command shall be responsW o r wrtifyinglhe.journeylog book or .
equivalent document,
f) The Pilot i n command shall have final authority for maintenance of flight discipline.
g) The pilot -in-command shall have final authority as ta the dispasitlon of the aircraft while ..
.,"
he is in command
I

1-3.2 PERIOD OF COMMAND

The PIC assumes command from the time of entering the aircraft with the intention of
carrying out a flight or on first signing the aircraft documents, whichever is earlier, The
duration of command continues until' relieved by another Captain or termination of the flight
and completion of a!! post flight documents, and the PIC leaves the aircrafl on completion of
command for which detailed.
 AIR DWZA CIURERS LIh4EED
OPEMTIONS MANUAL
I PAGE 14 RESPONSIBILITIES OF OPERATIONS PERSONNEL CHAPTER 1 - 1
1-3.3 OPERAION AND CONTROL OF AIRCRAFT (PIC)
The Pilot-In-Command of the alrcrafi, whether operating the controls or not, Is responsible lor
the operation of the elrcraft In accordance with the rules of the alr, and procedures laid down
In the Arcraft Manual ( India), Aircraft Fllght Manual, Company Operation Manual. Helshe is
responslble for the oparatlon and safety of the aircraft during the period of command. The-
Training captaln when operating as a Check Pilot must immediately take over if a maneuver
performed by the pilot Is likely to be below standard. There Is to be no ambiguity at any stage
of flight as to who Is In control of the aircraft. The PIC1Training Captaln should make it clear
when taklng over control of the aircraft by saying-' I have Controls' and the Co-pilot Ipilot
under check should acknowledge clearly by ' saylng ' You have Controls'. The same
principl& apply to Captains, giving Assisted Takeoff and Landings, under the provision of
AIC 07101. . .

1-3.4 SUCCESSION IN COMMAND

During flight in the event of any untoward lndident happening to the Captain (Pilot-in-
Command) the following Is the order of succession In command of the alrcrafl.
. . a) 'ACM Examiner I lnstnrctor I Check Pilot rated on aircraft, if available.
b) 'ACM llne Captain rated on aircratt, If available.
c) F~rstofficer.

Note: I) *ACM.First Officer, Sf available shall ,assistthe 'First Office?.

ii) IfSafety Pilot is available, he shall take over the Command.
'If more than one such crew is avallable, the senior most shall take over.
GENERAL DUTIES & RESPONSIBILKIES OF THE P . ~ C

The pllot-In-command shall:

a) Maintain overall responsibilily for execution of the flight.

b) Be the representative of the Company when deahg'with other crew members and pax
. ,,
during fllght duty tlme In the capachy as PIC of the aeroplane.

c) Promote an atmosphere under which optimum crew cooperation is facilitated.

d) Be responslble for fllght preparation and execution in compliance with State and Company
regulations.

e) Report facts whlch may influence the quality of the general flight operation to the Chlef
Pllot- Ops.

9 Have no doubts about his 1 her condition and proficiency when repolting for dQ. The
PIC whether handllng the controls or n d ls~responslblefor the operation of the aircraft In
accordance wlth rules of the air except that he I she may devlate from these rules in
circumstances that render such departure absolutely~necessaryin the interest of safety.
 OPERATIONS MANUAL
1 CHAPTER - f RESPONSIBILITIES OF OPERATIONS PERSONNEL PAGE 1-7

g) It is incumbent on the PIC to comply with laws, regulations and procedures of the
state in whlch the aircraft is flown. This includes complying with all health, custom and
I
I .Immigration laws in force. Helshe shall ensure that no crew violates any of these
I lews. If an emetgency situaflon arises which endangers the safety of the aircraft or
..i
I personnel and necessitates taking of adion which involves violation of local regulation
....#
....
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..:9 or procedures, the PIC shall not@ tfie appropriate local authority wtthoul the delay. A
-...:I
report shall be submitted of ahy such emergency action to the DGCA through the
I Chief of Operations, Manager (Flt ops), Chief of Training, Chief of Air Safety as soon
i as possible.

. h) The PIC is responslble for ensuring that all passengeB are fully briefed on safety
.. procedures before taks-off and.that all safety exits.are kept clear during flight.
......
,
.. .. '
I ' .I
. , i) The primary responslblllty of the PIC Is that hdshe must not commence a flight when
-.. In hislher judgement the aircraff.ls not in a satigactory condition to assure flight
.. ..
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safety. It Is PIC'S obligation tb report any areas of operation, which could be
...
detrimental to safety. Thls includes but b not Jimlted to kerns such as 'mechanical
prablems, weather, uew 'proficleney, alrport lacilitIes or ATC problems, which would
permlt the airline to Initlate fo!hw up adlon. The PIC Is responslble for filing debriefing
i reports and'ensuring repartlng of amldentlincident as per tald down. procedures and
norms.
I
1 j) In the absence of Company ground personnel the PIC during period of command Is also
I rasponslble for the safety of the elreraft passengers, crew and their comfort white on
: the ground. The PIC shall make all efforts to moblllze available resources until
. . Company personnel are available to take over the responsibi!itles for aircraff and
passengers.
)r) At layover stations crew member shall not stay away overnight from the designated
hotel without Informing the Captain. If the captaln considers that-the regularrty of the
flight, will be edversdy affected helshe shall not permit such a stay.

I) Ensure thattheAirmfiTechnicalLbglVoyageReportisdulycampletedMhall
known defectdnll entered.

m) Ensure before leavlng .the cockpit that all manuals and documents are placed in the
navigation bag as a courtesy to-the next crew. The cockpit Is left clean and iot strewn
wlth papers etc. ..

n) Ensure that De-Briefing Report and Spsclal Report, If any, along with the Pilot's
Is
Sactor Report eubinmed to Flight Despatch.
. ,

14,8

. The Pllot4n-Command shall:

a) Aquaint hlmself I herself wlth ail relevant particulars and latest Instructions
concerning aircraft type end fllght to be flown.
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c) Cwrdlnate the night preparetlon and ascertainthat all aspects have been covered.
d) Convince himself Iherself of the alrworthlness of the aircraft and have no doubts as
I to the fdness and proficlencjr of his crew members.
I
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13.7 FUGHT EXECUTION
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:. The Plot-in-Command shall :

8) Co-ordinate all crew dutles as described in Company manuals.

) , Ensure flight management In a manner that all cockpit crew are constantly aware of
hidher Intentions ( two way coinmunlcatlon).
c) Ensure that the checklist and standard operating procedures are'fully adhered to.
d) Take all actions, whlch may improve the comfort and efficiency of the flight, without
adverse effect bn safety.
e) Take all actions deemed necessary to ensure,the safety of the flight if these actions
r deviate from procedures he I she shall (If time permits) do so in consultation with
other crew members and submit a report about the deviations to the Chief of
Operations, Ops,Manager(Fltops), Ops.~anager(Admin),Ops.Manager(Trg), Chief of
Fllght Safety.

1 14.8 NONSIMULATION OF EMERGENCIES

The PlCrrraining Captain shall ensure that when passengers afe carried on board, no
simulation of any emergency situation affecting aircraff safety is made.
i r
1-33 PILOT'S EMERGENCY AUTHORlTY

Nothing contained in this manual shall relieve a pilot of personal responsibility to take any
! action In an emergency, or under unusual circumstances to ensure the safety of the
1 aircraft, Its occupants, mall and frelght

*:.,.
:;-: .,. 1-3.10 s s-
Arline Policy emphasizes the scanning of flightlengine Instruments In all phases of flight. It is
stressed that cross checking of instruments and alerting other crew members of any
deviation is of paramount importance and Is the responsibility of each flight crew member.
Note:- In visua! conditions the pflotshall look out perlodlcally for any
possible collIslon with birds, aircraft, terrain or any other objects.
1-4 DUTIES & RESPONSIBILITIES OF THE FIRST OFFICER:

B) 1s subordinate to the PIC during the fllght duty and flight execution.
b) IS expected to report facts, which may influence the quality of the general .flight
execution to the PIC. ,

C) Should have no doubts about his 1 her condition and proficiency before starting and
during flight execution.
d) Is equally responsible for the safety of flight operations as the P.I.C.
e) Acquaint himself / herself with all relevant particulars & latest instructions concerning
aircraft type and fllght to be flown.
 AIX RVDLA CHARTERS L L M I m
OPERATIONS MANUAL
I CHAPTER - 1 . RESPONSIBILITIESOF~OPERATIONSPERSONNEL PAGE 1-9

f) Advise the PIC if, in his I her opinion, any aspect of the flight preparation has been
overlooked.
g) Perfom all dudes as described in the company manuals under them supervision of the
PIC.
h) ~ i s u r all
e Items necessary for the dispatch of the aircraft have been cover&.
i) Ensure that the aircraft will meet all performance considerations and requirements for
the flight.
I) Asslst in promoting an atmosphere in which a good understanding and cooperation
between crew members is facilitated. -
k) Be alert on developments which may endanger the safety of the Right; and, if he I she
believes these developments exist shalt :
*Advise the PIC
.Ask the PIC to take appropriate action.
*If, In his I her opinlon, serious.doubts exist as to the physlcal or mental fitness of the-
PIC (Incapacltatlon) andior.lmrnediate actlon is required to prevent-a highly critical
sttuation, he I she shall -take-such.adion as deemed necessary (if: possible in
consuttatlon.andagreement.wfth-gther.aew.mernbe~).

Note:-It is evldent that with the action described above a hlghly undesirable situation would. be
created. All further Inltlatlves should be directed towards safe'completionof the flight.
t
I 1 5 CREW MEMBERS OTHER THAN THE COMMANDER- RESPONSIBIUM
I
It is the responsibility of all flight and In-flight crew to bring to the attention of the Pilot-in
Command (PIC) any departure from prescribed procedures and safe practice. This is
essential so that the PIC is aware and understands the particular situation to enable himher
to take appropriate adi0.n. This is especially relevant to all ,First Officers,who, due relative
inexperience I age gap may 'be hesitant to draw the attention of PIC. Any potentially unsafe
flight condition shall be brought Immediately to the-attention .of the pilot flylag (PF)by the
pilot-manbring (PM), a9 a metter of Company Policy:

1-6 OTHER OPERATIONS PERSONNEL ,

....
..
.,-,
I . DUTiES 8 RESPONSlBlLlTlES OF FLIGHT
. . DESPATCHER

* Flighi Despatcher shall fundon under Manabel (Flt .Desp. & Crew Schdlg.) ,and.carry out
. such duties that may be assigned to them. The Flight Despataer approved by DG,CA to act
shall -
+&id the Fllghf Crew in Flight pr,eparption.
'*Check, prepare and I or aincnd the operational flight plan for the approval of the
commander. .',, #I;,I , .
4Prepam and flle the ATC flight-plahl I

Monitor movement dflights with the mrnrnunication facilities available.

b s u m that any sigmet warning is c~nvpyedto aircraff approaching the station and to the
maintenance so as to attend.toaircraft on ground.
In the event of an emergency I accldent initiate [aiddown procedures.
*Advlae end cosrdlnatq wlth other. depa,rtments concern@ regarding aircraft movement,
changes, delays, etc.
Remaln on duty unless hdshe has been properly relieved.
 . .
' AIR L W L A CEMRTERS UMZTED
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OPERATIONS MANUAL
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*.Avoid taking any action that would conflict with the procedures established by ATC, met or
. , communication sewice.
16.1.I PRE-FLIGHT DUTIES

The Flight Despatcher on duty before departure of the flight shall:

Ascertain the maintenance status of the aircraft for briefing the Pilot-in- Command.
Ualse with the Ground Operations regardlng carriage of any commercial load requiring
Special Load NotMeation.
Thoroughly analyze the meteorological reports and forecasts for departure, destination.
'

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::.. : Obtain recent weather reports and foremsts for themute and area adjacent to it.
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. . Coilect.relevantinformation.and.NOTAMSfor brieflngdhe Pilot-In-Command.
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The PIC shall be fumished~withall thelatest available information on the route to be ftown.
Obtain the ATC clearance -andhand it over to the flight crew.
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Make necessary amendments to,the.ATClNavigation- flight plari as desired by the PIC.
I.. . I

'

Check the Operations1 flight plan and ensure that, along with all other relevant documents
Is kept In-theRight envelope.
Advise thePC and Maintenanos of the-fuelrequired I RTOW for the flight.
Obtain lgnatures of the Commander In the Pre- flight Bulletins provided for having
obtained briefing about all essential aspects of the flight.

1-6.1.2 POST-FLIGHT DUTIES

The Fllght Despatcher on ,duty shdll,:

Check the 0perational.flight plan.and.ensurethat, aIong with all'other relevant documents

are kept h4he flight envelope. .
Take charge ofthe Fllght Envelope and'lnflietethe necessary adion as laid down
Ensure all documents in case of incldsnt /accident are compretd by the Commander and
information I documents sent to concerned safety officer of the airline and D.G.C.A.

laXf.31t -
is important for the Flight Daspatcher and the Pilot in- Command to keepmln mind that a
fllght shall not commence unless thb Pl~ot~lm~ommand Is, by evdry reasonable -means at
hkher disposal, satisfied that the commun[cation and navigation facilities essential to the
route ate in satisfactory cbndition and that the ground / air facilities available and diredly
required for the safe operation ofthe flight are adequate for the type of operation to be
conductd.
1-7 FLIGHT SAFEW SET'UP .
Air India Charters Limited will develop an Flt. Safety hrnctions underthe Chief of 'FHSafety,
who shall be a Pllot. Alr -lndla Charters; Ltd. will presently use h e Alr Safety infrastructure of
Alr India's Air Safeiy Department. Right Safety is responsible to deal with all Flight
Safety matters related to - Aikrdfi Operations lndluslve of invdigaiion of
accidentslincldents of Air India Charter's Ltd. aircraft, preventimi, safety measures, its
lmplemenlatltin and monltorlng Safety audit, etc. Chief- Flight Safety is assisted. by
-
Manager(Fl1ght Safety) and Manager Flt Safety (Engg.).
 AIR lN#IA CHARTERS LIMITED
OPERAT-1QN.S.MANU-AL
I CHAPTER - 1 RESPONSIBILITIES OF OP.€RATIONS.PERSONNEL PAGE 1-11

Following are the main objectives of this Department :-

a) To investigate incidentstaccidents ,involving Ai~lndia Express aircraft and to make

- suitable recommendations for Improved-safetyqtandards resulting in accident preventlon
b) ~b monltor procedures fallowed in aircraft operations and' maintenance vis4-vis
practices recommended by aircraft manufacturersand those followed in fie industry and
to make recommendations for enhanced safety in the air and on the ground.
c) To liase, co-operate and co-ordinate with Sthte Agencies investigating notifiable
incidents;
d) To facilitate exchange of safety information with national and international air safety
organisations and to disseminate relevant information to all conc,erned in Air-India
Express
f) To repofl.periodically to the Managing ~irectoron internal safdy Audit based on policies
and trends, the action taken reports (ATRs) and recommendations emanating from'
various inquiries I investigations l audits.

The department will maintain a high-tech Emergency' Operations Room to be used as a

centralised Crisis Management Centre durin-g aircraft emergencies.

1-8 CRISIS MANAGEMENT CELL

Crisis Management Cell has been formed to handle emergencies of serious nature. It
comprises of the high ranklng officers of concerned departments for effectlye controll co-
ordlnaBon.

Crisis Management Cell will function from Emergency Ogeratipns Roo,m located in the.
Department of Ftt Safety. The Emergency Op.eptions Room provides centralised
communication, secretarial and computer fadlities.

Emergency Committee

Emergency Cornrniitee is primarily concerned with directions on rescue, medical aid and
matters requiring wordination within the Company or with outside agencies Le, Government
H~spitals,Fire Brigade, P.olice,Press etc.

8 Emergency Control Cell

This Cell deals with situations out of emergencles at Mumbai :-

To liaise and coordinate wi:h Command Post set-up by the Airport Authority I Regional
Director, Civil Aviation Department, Mumbai Airport with regard to follawlng :
l

a) To find out the location where injured passengersldead bodies are be,ing removed and
nominate person(s) af that location to assist in regard.to identification registration and
disposal.
 AIR m ~ C H A R T E X s ~ D
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1 PAGE 1-12 RESPONSIBILIT,IESOF OPERATIONS PERSONNEL CHAPTER I - ....
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b) To ascertain the area &herevpassengersnot injured, or apparently not injured, are being
sent and nomlnate person(s) to receive, register and issue identification tags and to co-
ordinate the needs of surcrivors w b regard to hotel accommodation, reservations on
another flights, transportation, clothing, etc.
:.

AddMona1 Infgrmatlon Is gtven In h e FHght Safety Manual, which is available at all flight
despatch offlcas.

7-9 DRYLEASE

Air-India ,Charter Limited has-dry leased 8737-800.

. ..
.I .'
1-10 GOVERNING REGUUVONS
The dry lease operation Is governed by C.A.R. Section 3, Series 'C'Part I issue II, dated
30th Dec. 1893.
: As required by the above CA.R., the dry ,leased alrciaff are r e i s t ~ r d
in India. The entire
responsibllh of the alrworthlness, maintenance and operatlon'wtll resf with Alr-India charters
llmlted will be subjeded to airworthiness certification, maintenance and inspection
produres presdbed by the DGCA, in conformity with the above C.A,R.

Ops.Manager(Flt.Ops.) Is responsible for overseeing the Dry Lease Operation in all aspects
of Flight Operations.
1-12 jWNIMUM TOTAL EXPERIENCE OF PIC AND CO*PILOT IN THE COCKPIT FOR
SCHEDULING PILOTS FOR LINE OPERATION

A review was carded out wRh regard to the minimum level of flight experience of Pilots in the
cockpit for issuing guidelines to the Crew Schedullng keeplng flight safety in rnlnd. Taking
into consideration, the past experience of our flight operations on all our network, the
following niiriirnum total hours of ~xpedenceof Comrhand ahd'CbPllOt Is tobe ensured :-

a) A 'minlmum total experience of not less than 400 -hours on type b b e e n the
Commander and the CSPilot put together in case the Co-Pilot scheduled,forthe flight.
Is a SCPUCPL holder.
b) A minimum total experience of not, .less than 200,hours nn type between the
Commander and the Co-Pilot put together in case the CePilot scheduled-for the flight
is an ALTP hotder.
c) However, both Commander and Co-Pilot are already type rated as PICICo-Pilot on
another alreraft In the Gompany, then the mlnirnum total experience of the Commander
and Co-Pilot on the type put together should not be less than 100 hrs.

The above is only the total minimum experience level required between Commander and Co-
Pilot on type and the existing policy of route qualification for Commanders and CpPiIots on
all types of aircraft remains unchanged.
 AIR DVDLA!CWTERSLZMITED
. OPEItATIONS MANUAL
I CHAPTER 1 - RESPONSlBttlTlES OF OPERAflONS PERSONNEL PAGE 1-13 I

$ 1P4 2f +M -1%
H(S
T, rPI. I.
COCKPIT FOR SCHEDULING

A-revlew carried ou! &lh regard to ihe minimum level ol flight experience of Pilots in ihe
Scheduling keeping flighl safely in mind. Taking
codrpit for lssrdng guidelines to ,the ~ r g w
into consideratioh, Ihe past experiene of our flight operations on all our network, -the
following minimum total hours of e~perienccor Command and Co-Pilot is to be'ensurcd :-

a) A minimum total eKpenena of not less than 400 hours on type between the
Commander and-the Co-Pilot put together in case the Cd-Pilot scheduled for the flight
is a SCPUCPL bolder.

b) A minimum total experience of, not less than 200 hours on lype between Ihe
Commander and lhe Co-Pilot ppt toge!her tn casc !he CO-pilot scheduled fdr (he flight
is an ntTP holder. ,

C) However, both, Cornrnandc! and ~ o - ~ i arek t already type raled as PICICo-Pilot on

another airaaft in (he Company, then h e minimurn total e ~ p e r i c n
of~tlle Commander
and Co-Pilol on the type pul together should hot be less than 100 hn.

The above is only the total minimum experience level required between Commander and Co-
Pilot on type and (he existing pdicy o! route qualification for Commanders and Co-Pilots on
all tfics of a i r d l remains unch;lng&.
 I

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OPERATIONS MANUAL
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FDTL FOR FLICIIT CREW AND CABIN ATTEv,DANT

FLIGHT . AND DUTY TIME - L I M ~ ~ T I O N

- .:IFDTL) & • R R ~ T
P A G L ~- 1

REQUIREMENTS
2-1;I ~LEQ~REMENT FOR RULES,
{DGCA REGULATIONS FOR FLIGHT CREW)
The flight duly lime and flight time lirnitalions as stipulated by OGCA vide their P.IC..
No. 2811992 are as follosvs :-
QUOTE '

1.1 pli~zhtDuly Tinlc :

4 .'
Ffight duly lime is-llle total time commencing from the time of reporting a1 the airport for
the purpose of operating a ilight,and ending with Ihe lerrninalion nl a flight or 3 scricr.
o l Iligtits (chocks on plus 1 5 minutes).

The total time from Ihe momen! the aircraft first taxies out.uhdcr its 'own power for Ihc
purpose5 of take-oif to the momeht 1 comes to rest at the end or a flight. .

1.3 llcst Iberiod:

. .
The period during wllich a flight crew is no1 assigned any duty.

Flighl crew means (he pilols who fly tljc airuall and shali also include a Flight Engineer
and Flight Navigator.
..
2 PpPLICABILITY :
These flight timetflight duty time limitations shall be applicable lo all flight crew
personnel.

3 ~ [ : ~t 1 4TIM
' ~B LIMITATION :
~ c & n l l l o u r i n ~ . ~ c < ) u n :t . .r.- - i . &
-
. .-., . . I '

3-1 The mhxinlum number of hours any domestic air carrier can.schedule its flight crew
members lo do flight lime shall be as follows :

1 1000 hrs. in any 1 2 nlcnllls period. . .

2 125 hrs. in a period or30 consecutive days.

3 30 hrs. in any 7 conscculivc days

. ..............
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-.....
,-
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.
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......... ,.,-.<-:.:.:-:.:.I
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...
.....
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....-.
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....
.-.. ..
countries may schdde a' flight mew memkr for more than 8 'hours of flight time
during qy 24-cq1secutive hou,rs wilhoul a rest period of 16 hours or more a i d under
theiollwuiigdhdilionr:
!

....
.
-.
,:..1
.II
.
'.
:.j:r.ij
A . Where~Wflight,timeIslessthan8hoursa~ratarestpeFiodofhnri~theflight
In no case shall be less than 8 hours;
shall be provided, but the rest @rid
time

(
f
:! .
- . B. - Each-flightqew'shal! be relieved from all duty for at least 24 wnsgwtive hours during
. .
any 7 consmtIve days;
C NO domestic air &r may assign any crew merilkr to any duty with the air .carrier
'. during any ~ u i r e resl
d period;

D rime spent in transpodation by a fbghl crew member to or from an airport al which he

was relived from duty lo retum.to his home slation, is not considered a part of rest
period;
E A flight crew m e m k is not considered tn be scheduled for duty in excess of flight duty
time limitation'when due to circumstagces beyond the canlrol of the air carrier (such as
unantidpal&,,technicaI delays, adverse weaher conditions elc.) the flight duty tirnc
gets inevitably.&ended prgvid@ that such extension shall be limiled to 4 hours in any
particular case and shall not be more than 8,hdurs duiing any perid of 30 consecutive
days. In such a mse he'rest period shatl be exlended pro-rata'by twice (he arnoun: O!
time by which the Aight time was axlended.
F Flight crew shaU q d k r be delailed nor undertake any duly belween period embracing
0000 to 0500 hwrs bal lime ii during the previous day helshe performed flight duly
between the period embracing 0000 Id0500 hours local time; and
G The flight duty timeifimi(ation for flighl crew shall be as follows :

Crew Corn plemenf Fliqht Duty

.*I Time (Hours1
2 Pilots . .I.. 11

3.3 No flight crew shall be a s k ~ dto do more tian 6 landings per day. This shall not indude
landing for iechnical, ferry arid for l l ~ epurpose o i retrievai of aircralt after diversion.

4.i I'ilot Crew Operations :

TIYO
A No air arn'er v.?~*:schedulea nigh1 crew to fly in an aeroplane Illat has a crew d Iwo
pilols for morei'tian 9 hours of flight time during a n y 2 4 'c3nscculive h'ours wllhout a
rest period. Before a flight c;ew is detailed for a Ilight, his resl period since Ihe last
flighl shall not be less :han 18 hours.
II if an ai: carrier sckdules a flight crew to do flight lirne of m3re lhan 9 houk during any
24 c~nsccuIivcIlours, llle rest period al tile end o l Illis llight duly shall be extcrldzd
.. , pro-rala by iwicc the anloutll of lirlie by wl~ichthe [light tirtle was exlendzd.
 MR-INDL4 CHARTERS U M U E D .
.,->-.
.<.
OPEEUTIONS MANUAL.
<.
:rr
c-:
. .
I C-ER- 2 FDTL FOR FLIGIIT CRE'CV AND .CADINA'ITEHDANT P A G B -~31
C Flight tirne of a flight crew shall not exceed : *
1 1

i) 30 hours in 7 wnseartive days.

ii) .I25 hours during a period of 30 consecutive days.

I
.-.. :.,.I I
..,.J iii) 1000 hours during the preceding 12 months.
j;:....
G.

D Each flight crew shall be relieved from all duties for at least 24 conseculive h ~ u r sonce
during'any 7 consecutive days.
,.

4.2 OPERATIONS WITH MORE THAN TWO PILOTS AND ADDITIONAI>

PLIGHT CREW MEMBQRIS) ;
A Wllen flights are operaled ~Gthmgre than two pitots and additional flight crew member,
the flight time limilalions shall k as follows:

i) Two Pilots aird one addiiional crew member - A mk~imurnof 10 houts of flight
time during 24 consecutive hours.

ii) - -
Three Pilots and ,one additional crew member A rnaximfim of 12 hours of
fliglll8ule during 24 conseculive Iioyrs.
iii) ~ o i l Pilots
r or 2 sets of crew - A maximum of 14 hours during 24 conseculive
Iiours.
l3 If a flight crew has flown 9 hours or more during any 24 consecutive hours, he shall be
giver1 at least 18 hours of rest before'beingassigned any further duly. Where the flight
time is less that1 9 h0urs.a pro-rata rest period of twice the flight time shal k provided .
but the rest period in rio case shall be tess than 8 tiours.
C Each flight crew shall be .relieved.from all duty lor al least 24 consecutive hours once
during any 7 consecutive days.

u No flight crew may fly as a flight crew member' more than

i) . 125 hours during any 30 consectdive dsys
ii) 270 hours during any 90 conseculive days ,

iii) . 1000 hours during any 12 rnonlhs period ---.-- - .. ._

,
-_.
,

E Eacll carrier shall also provids adequalc slccping quarlers irl the aeroplane wherein cl
Ilight Crew is sct~eduledlr; fly !or more than 12 houfs during any 24 consecutive hol~rs
1: Any flight u e w who has done 12 hol~rsor morcllot flight timc slrall bc givcn allcxl
llours or rest before he is assigned for further duty.

4.3 Thc air wrrier sliall givc cacl~Iligl~lcrcw upor1 rclurn lo base from arly flight w'-.Series
of (lights, a rcst period Ihal is atleast hvice ltle total number of hours of his flighl !in: -
rvl~ilehe was away from l l ~ ebase. -
 . ,

AIR-WDLA CHARTERS LIMITED

OPERATIONS MANUALv
PAGE 2 4 P m L FOR FUGHTQBW AND W I N A'ITENDANT ' CHAPTER 2 1 -.__
f
I
4.4 The maxhum Right duty lime! flight time shall be as follows:

', i) - 2 Pilot operations 12 hrs/ 09 hrs .

'ii) 2 Pilot and ono. other ,'12hrs I 10 hrs.
High uew member
iii) 3 Pilots :!
14 hrs 110 hrs
, . k) 3 Pilots and one other
Ffight crew
,

.
-15 hrs 112 hrs.
..
v) 2 sets offlight crew - 16 11rs 114 hrs
4-5 The flight duly Urn8 In atl cases could be eKtendcd by a maxinrun d 4 laours in wsc of
t e h i c a l , 'snags, adve- vether or aqy, other. unforeseen d y m s t a n e s to avoid
lnconvenien# to passengers. Howaver, whenever the flight duty lime gets extended,
the rest period shall be pro-rala Inmeased by Mice the amount of extended period of
flight duty Qm-e,. provided that no fight crew shall bs asked to extend flight duty time
mo? than 8 hours h a period of 36 days:
, .
4.6 No flght crew operating on an internarional flight shall be required lo do more Ihan 3
landrigs du@g the opadion oC h e flight. This does not indude Technical landing and
. landing for relrieval after drverslon and ferry.
1-

: 54 After every flight &w member dial1 be given s minimum rest period of 10 hours and
the lime sped in transplation, to and from Ihe place of.work shall no1 be counled in
the rest period.

5.5 The weekly, monUlly and a h u d flight time shall bc as loll&s :-

i) 35 hours in a period of 7 mnsewtive days.

ii) 125 hours in a p e M of 30 &gsawtivedays.
iii) 1000 hours in any 12 monlhs. period.
. ....'.
I

5.6 Except as specified above,' lor executive Ilight operations, aerial work and other
operations, rnanlhly. quarteily and yearIy flight hnd duly time limilalions and olllcr
,. ,
conditions specified in para 3 shall apply.
li GENERAL CONOITCQN FOR kt,OPI~IATIONS
I The t h e s p n t in office duly prior to *pelting a flight will be considered for calculalion
of Flihl Duty Time..
2. The restfi&ofls.in regard Lo number d landings ae not applicable lo lligl~lcrew
engaged in Iraicling nights. I f the Iraining flighl is conduclcd alter pyblic; trar~sporl
operation(s) dufln,g auy 24 hours period, the .iiuhb~i-GfTandin~sshail kt be the
limiting factof for calculation of FDTL. bul tlre tolal Hight and duly tirnc shall not cxt:ct:cl
lhe spe~ifiedFDTL. Whenever public transpori operatiou is ~onducledalter a training
flight, nurnher of landings and flighl and duly lime of training Cligl~tshall be considcrcd
for calculating the FDTL.
 AIR-INDIA CELARTERSLUMITGD-
i OPEIWTIONS MANUAL
.. . -. - - .
.I
,
:>;_,.
y.1
j
. -
ICiLUTER-2
3
. PDTL FOR PllGHT CREW AND CABIN A T r E N D m P A G B -~5
Flight and duty time limitations can be extended with the spTefic approval of the OGCA
I
7

!
In extraordinary circumslances in accordance wi:h the wndiiions,'whieh Ihe Direclor
General may specify.

5. In all-the above cases Ihe period of lransportation shall neither be counted towards
duly time or rest period.

6. ., Each flight uew shall be relieved fronr al: duty for at least 24 conseculive hours during
any seven consecutive days.

7. Operalor shall maintain record of tlighl and duty lime of each member OIthe Iligl~l
creud.

UNQUOTE ..

I.pomestic
flights &
Ilqhts to
1) 2 Crew Pilot
---
Co-Pitol
7Days Days
-
Max.
No. af
larldir~gs
in a day
6 -:

- -3 Crew Pilo[
~ ~ i g h b 0 ~2)
rin9 &-Pilot
muntries 1 pilal

onal flights
-
2)3 Crew Pilo(
&Pilot
1 Pilot

1 addilional
Crew
Member
4 ) Multiple 4 Pilols or
2 sels of
Crew

2-1.2 nNS
-Q FOR ~ ~ l ic [1 2g~ , ~ 1 ~
The Hjght Duty Time Limitations 'as stipulated by OGCA vide their CAR Scclion 7.
I # Series J, Paft I, lssuc 1 dalcd 4" August, 1997 F.No. 8-5197-L(;) are as under :-
QUOTE
<., , .. --,
. ..
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--...
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..... .

.
. .
..
AIR-ZNDLA CHARTERS LJMIT..D
OPERATIONS MANUAL'
.. .
>-...
.*.-
-.,.
...,
-. .->>
,----
I ~ A G E -Z6 ..
FDTLFOR PLLGLFTCIEW AND CABIN ATTENDANT ' CHAPTER 2
.- <
-9
- %
:',
-,-7, .

, - j
1. - INTRODUCTION-
, .
-

: I:
I

t 1.I - .: - The:&nex:'6, ' ~ ~ a l i o

of.n&craft, part lo the ~onvenllanon International civil
~ v i a ~ : ' r ~ mnlrading
h . l ~ - Stales to establish regulations specifying the limits
I
. lime night duly period and rest periods for Cabin Attendants.
- a~plkabl~to'.fllghl

.. ...,
-'. j . In order !~,enbgp.safetyof opalions and in exercise of powers conferred under rule
>:CQ
:-..
1.2'
.... , 4
133A df'--h8'Aimaft Rules, 1937 the following Flight Duty. Time and Flicjht l'ime
Lirnitations(FDTL) for Cabin Mendants are issued for inlormation, guidarlce, and
. mrnpliance by aU concerned. '

2. A p p L I c m r LITY
. .....
- . ,
These flight time, flight duty time and rest periods shall be aoplicable to all-bbin
.: ,
...,
::.?
I..-,I
'. .
attendants. '
.,. 3

-> - ,

.. .,
....
. ...,
..<-
3 - DEFJNI'TKONS
-...
:.-".I
.. ....
...-
.
3.1 FI,IGHT .DUTYTIME . ..
Flight duty time Is the total time commencing from Ihe time of reporting aHhe airport for
the purpose of operating a flight and ending wilh the termination of a flight or a sei ies
of flights (Chkks on-p!us I 5 minutes). ..
. , 4. .
PLIGHT TIME :' :::'- - ,
i 3.2
'

The total time from Ihe moment h e aitcrafl first taxies out under its own power lor the
i purposas of lakesff to the moment it comes Io rest at Ihe end of a flight.
. : . , . I

343
cabin atlendant is no1 assigned-anyduly.
!

3.4 W I N ATI'ENDANT
.I.

.....
..
. ...9 cabin ~tleridbnlmeans all the cabin atlendants assigned duties in the cabin of an
aircxaft,
:

....,
.?:.:I
- , : , . ' I

4- DOMESTIC OPERATIONS &- OPERATIONS TO NEIGH UOURINS

CQyTRIles

4-1.t The marim"* number of hours glly domestic alr rsirict-can schcduli: ils cabin
altendant members to do flight shali be as follows :

i) 30 hrs in any peliod of 7 conscwlivc days

ii) 125 hrs in any period 01-30conseculive days
iii) 1000 hrs in any period of 365 consewlive days.
 , OPERKTIONS MANUAL ..
1 CHAPTER- 2 FDTL FOR FLICIIT C W AND CAnIN ATTENDANT PAGE 2 -4
.i
4.1.2 No air carrier operaling domestic.rontes. and roules to neighbouring counlries may
shed.ule a cabin altendanl member far more than 8 hrs of ffigh! time during any 24
consecutive haurs withoul a resl period of 16 hrs or mare and under thc following
-cqnditidis: ..
. ..
ij wlicrc Iliglrl linlc is lcss lllan 0 tlours a pro-rata rcsl period ol !wicc l l ~ cfiglit
,time shall kprovided, but fie rest period in no aqe,shlll be less than 8 hrs;
ii) ! . - No domestic air carrier may assign any cabin aheiidanl lo d o any duty wiUi
Ihe air carrier during any required rezt period;
iii) .'NO air carrier shall require any cabin attendant to operaie more than six
sedors p r day, each s ~ c t o mmprising
r of onz takeoff and one landing of the
azroplane in.whichhelshe is operating as .cabinupw;
iv). . A cabin aHendarJ member is not considered to be sch~duledfar duty in
excess of flight duly time lirnilqlion when due to circumslances beyond the
a n l r d of air wrrier (&ch as .anticipated technical d&lays,adverse weather
conditionsi etc.) - h e flight duty time gets inevitably exlended, provided that
such exlension'shallbe limited lo hours in an);-particular case and shall nol
be more than 6 hrs during any pe;iod of 30 consecdlive days. In such cases,
the rest period shall be edended pro-rata by twike (he amount ol lime by
'
which the flight time was extended;
V) Cabin alttendanl shall neither be detailed nor underhie any duty beheen
period embracing 0.100hrs lo 0500 hrs. IocAI time If :during the previous day
-
helshe performed flight duty between the same period.

~1 Each cabin .attendad shall bc relieved from all duties for at least 24
consecutive hours during any seven consearlive days.

'4.2.1 No cabin attendant shall be required lo exceed I 1 hrs Flight' Duty lime -during any
coiisecutive 24 hours. If any carrier schedules a cabin atlendant 'to do Flight Duty time
more than 11 hrs during 24 consecutive hours, the red period at the end of Ihe flight
duty sha!l bz extended by twice tl~e'periodin excess of I 1 hrs.

~ T I 0 N A . CARRIERS
L !,\ I,
. .
5.1 No air carrier may schedule a cabin alle!~danllo pedorrnduty ih'an aeroplane lor nlore
Ihar: 11 hts of fight lime during any 24 c~nseculivehours wilhout a rest period. Before
a Cabin Attendan1 is detailed lor a flighl, hislher rect period since the lasl Ilighl shall nol
I
be less than 22 hrs at'bese ;

51.2 II an air carrier schedules a Cabin Altendanl lo do flight time of more than 11 hrs durik
any 21 consewlive hours, the rest period al the end'ofthis flight duty al base slrall bc
cxlcndcd pro-rala by twice ilrc amount of 1irr;e by which Ilir! CIigl~tlinrc was exleaded ;
 AlR.LIVDlA CHARTERS LIMXTED
-. OPERATIONS MANUAL
I PAGE?-8
. .
PI)TL FOR FUGWCREW AND CABIN ATTENDANT
, i.'
.- . ,
CHAPTER-2 I
5.1.3 No air carrier shall allow any Cabin Att8ndant to exceed following limifalions:-
- - ..,
1
.....
.

. . a) , - -. ~ ~ ' I + U I Sh any d 7 conseculive days

b) ....I25 ,ors during a period of 30 consewlive days
- .. c ) . ~~l~?~,~~duringanypnodof365consecu!ivedays;

5.A here lhe nihhl lime of a Cabin Attendanl is less 'than.11 hrs; a pro-rala re51 period o l
-
twide the flight time shall be provided a1-base, but the rest period in no case shall be
, less b n 8_.h ~ ; .I.

.-
5.1$ .. ,:kL. r e q ~ kany Cabin Attendant to operat6 more UIJII [our SCCIOIS
No ak&$ii<!s@~ pc,
.day, each sector comprising of one take-off end.one landing of (he aeroplane on the
, on
aeroplaye .!W*2c
: ! hdshe I
s operating as cabin attendant.

-I . .

5.2.1 . No air carrier operating Intemationql seervim shalt schedule rr cabin atlendan! lo
exceed 1 5 . hght duty time duiing any flight or series of flights during any
. .mnsecutive:i!r; h ~ If . any carrier schedules a flight attendant to do flight duiy time
more than 15 hrs during any 24 consecutive'hours lhe rest period at base at Ihe end of
'

the flight duty.shaU be extend4 by twice the period in excess of 15 hrs.

. . . .
5.22 The Right 'duly h e , however, may be extended by a maximum of 4 hrs in case. of
ledinica! snags, 'Werse walher or any other unforeseen circumstances lo avoid
indnvenience to, pbssengers, However, whenever the flight duty time gets extended.
the rest period at base shall be pro-rala increased by twice (he amounl of edcnded
period of flight duty time, provided Illat no cabin attendant shall be asked la extend
flight duty t,ime more fhan 8 hrs in a period o i any conseculive should be 30 days.

6.1 In all [he above cases the' period of lransporlati~nshall neither be cnunted 'towards
duty lime nor,rest lime.

6.2 Air carrier shall maintain complete records o l flight and d;ly lime a l cad, cabin c r w
member.

6.3 Fligll and Duty Time Lirnitalions can be exterlded with llle ~pecificapproval of IIIC
DGCA in exlraordinary circtmstahces in accordance wilh the condilions, which (Ilc
Oirecltr General may specify.
. . . . . ..- --
..
6.4 he h e spent in pedorming of& Cunctionsldu(iks prior to perfarming dulies in
connection wdli operation of llighl sllall be considered lor calculalio~\of Ilight duty rimc.
 OPERATIONS MANUAL
I CHAFrER-2 FDTL'FOP
FLIGHT ~ W CABIN ATIWDAW
E AND . PAGE 2-9 I
Zrl..+ CONDITIONS UNDER FWIICII IXIGHTS & DUTY TIME MAY
BE ~E~CEWED I

Flight and duty time limitations csan k extended with the specific
apprpval of the .DGCA in extraordinary arcymtan- in'aooogance
with the conditions, which the Director General may W f y . In all the
above cases the period of transportation shall neither be counled
tcrfrards duty time or red period. The Operator shall maintain a record
of flight and duty linlc of each member of the nigl~tcrew.

Crew scheduling will be planned -in such a manner that transshipment of

Crew fmm one stawn to another will be avoided as far as possible.
Transshipment by other carriers, when necessary, will. be by olher scheduled
mrrier.

FLIGHT AND DUtY TiMES FXECVIWE CREW-

Exewtive a e w wiU generally be soheclued io'operale flights as per he Flight and
Duty Tune LimitaPons applicable to line fligl~tcrew.

However in aU lhese cases the limilatidns prescribed in AIC 28/92 will b~ stridly
, followed. Any executive flight aew',who has wine to work in ofliw will be given
appropriate rest before operating a night.

MANDATORY REQUIREMEMC
All flight crew are rcquired lo .slrictly abidc by Flight Du!y Tir~w and Flight ~ i n t c
Limitaliot\sas slipulalcd by OGCA it1 AtC-20!10'J2.
::.:I
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OPERATIONS *-MANUAL.
NAVIGN?ONEQUIPMENTS PAGE 3 1-
DETAILS OF NAVIGATION EQUIPMENTS

Following are details of Navigation €quipmenis carried by Air-India Express aircraft :-

3-1.2 B737-800

NAVIGATION SY STEW EQUIPMENT QrV.

Advahced Flight Management Spkm ! . 2
lnwtial Reference System 3
VOR 2
DME , 2
AOF Receiver * 2

3-1.3 RNAV I RNP REQUIREMENTS'.-ECAC COUNTRIESICOUNTRIES IN GULF REGION

3 3 1 INTRODUCTION

Rapid and continued p r o ~ hof aviation places increasing demands on airspace

capadty. This requires optimum ulilisation of available airspace. One of the methods to
. achieve this oplimum' utilisatim is Ahrough navigational accuracy. Thus the Review
Panel of general con&?t of separation of ICAO adopted RNP (Required Navigation
Performance) in 1990.

3-1.3.2 DEFINITION:

a) Area Naviqation IRNAV) :

A method of navigation which permits aircraft operation on any desired flight path.

b) Naviqation Performance Amracy :

Total Navigalion accuracy based qn the combination of the navigalion sensor .
error, airborne receiver error, display error and 'night technical error. Also called
system use accuracy.

c) Required Naviqation Performance (RNP):

A statement of Ihe navigation performance accuracy necessary for operation
within a defined airspace.
...... .----. ...
Slnm RNP applies to navigation performan= within an airspace, it Is appli~bleto the
airwav and sircraft. The RNP value specified for any airwaylairspace Is expected to be
achievd atleasl 95% of the lime by the aircraft when operating In this airspace. This
mandates carriage of RNAV equipment onboard, which would automatically determine
aircraft position from one or more of navigation sources. Hence it could seen that
RNP is one of the Iurrdamen~alparameters that could be used to determine separation
standards.
 . . ALR XNDIA CHARTERS-D
. OPERATIONS MANUAL
:..::*,;.,
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,

:;:s
._.
-..... PAGE 3-2 NAViGATlON EQUIPMEWS CHAPTER 3
:. ,..-.
'A
.... rr....,
' . RNP types for moute opemtibns are established according to navigation accuracy in ' :
.. .
' the horizontal .plane 1.0. lateral and longudinal to .a containment 'value. The ,I

containment Vaba is the &stance from intended position within whih the flight should
be found for atleast 95% of total flying time in RNP airspace.
I
..
lCAq has defined the following RNP values :
i

-
RNP 95% POSITION ACCURACY IN
DESIGNATED AIRSPACE
1 .. +I NM-- . *

4 + 4 NM.
12.6 + 32.6 NM
20 ' -. +20NM I

However states may implement RNP va!uas different from above on its airways.
I .'
The navigation system on bard the alrplane shoJd have the capacity to meet the RNP
requirement of the airspace Uuough which it is Iransmitting. In the event, the aircraft is
unable to comply the RNP requirement the flight crew should :

1. Notify ATC of kntingemks (equipment failure, weather, etc.). and slate inlentions
and obtain revised-clearances: '
. .
-
2. It unable lo notify and obtain prior ATC clearance for devkting from assigned
flight path, crew should follow established contingency procedures and obtain
ATC clearance as soon as possible.

The tollowing aircraft navigation receivers would meet B. RNAV requirements :

1. System which are navigational

.. aids such as DM€ VORIDME, DMEIDME, GNSS
etc. , . ,...
- I

2. . Systems whkh are self contained INSARS.

15, i

It is expected that the average airborne system availability would be 99.99% of time for
I
B. RNAV. - 1 . .
 !
I - OPERATIONS-MANUAL
...
. . ..
CHAPTER 3 NAVIGATION EQUIPMENTS -
PAGE 3 3 ]
3-1.3.3 BASIC RNAV - EUROPE :
ECAC wuntries has adopted two RNP values - RNP 5 and RNPI for its airspace and
designated these as basic RNAV and Precision RNAV. Basic RNAV has bee^
impleknted effective 23"' &il, 1998. This requires a track keeping accuracy of 2 5
NM for 95% of flighl time. Thii value includes signal source error, airborne receiver
error, display system error and fhght technical error. ..

Further, the navigation equipment should vhawe~!h~~ifollowing

minimum functions l o
condud El. RNAV operations : , .

A) Required unctions :- : .- :
. # .
I . ! ',

a) Continuous indicationpf aircraft position relative to track lo be displayed to the

pilot flying on a navicJation display situated In hIs primary field of view.
In addtion where the minimum flight crew is -two pilots, indication of aircraft
posilion relative to trick to be displzyed to the pilot not flying on a navigation
display situated in his primary field of vik.
" b) Display of distance a d bearing to the active (To)waypoint.
c) Display of ground speed or time to the aclive (To)waypoint
. Storage of waypoints: Mimum ot 4
' e) Appropriate failure indimtion of the RNAV system including the sensors.

B)' Recommended Frinclion :-

a) Auto-pilot andlor Flight Director coupling

b) Present position in terms of latitude and longitude

c) 'Dlrect,To' function
I
! d) lndicatlon of navfgatiqneccuracy (9.9. quallty factor)

e] Automatic channel seleclion of radio navigation aids

I) Navigation data base

g) Automatic leg sequencing and-gs'sociaidlbfi anticipation -

 . ~ ~ L A ~
T E I C S L ~ D
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,.,. OPERATIONS MANUAL
, .-
-:....
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,.. I PAGE 3 4 NAVIGATION EQUIPM ENTS CHAPTERJ I .--,

I
! a : C o n h e ihe nigh1 carrying but DYE update as mentioned. Be
I eximvightaboutaccuracy. . :'
I
.... i b. JRShlm : Follwprocedul(3sasm~nlionedabove.
;~.:j
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<,->-,
=>
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,... ,
3-2 MNPS REQUIRWENTS

NAVIGATION EQUIPMENTFOR UNRESTRICTED MNPSA OPERANONS

In wder to justrfymnsideration for State approval for future unrestricted operatior, in the
MNPSA an alrmR will be required to Ix eqilipped as forlows :

a) Two fulfysehbableLong Range ~avlgationSystem (LRNS's)

' , A WNS may be one of the fcillbwing :
~&herlia~~avigabon s*;
One W G A 'Navigatfbn System:
. O& &gation V l e m using the inputs from one OF more ineriial
' ' .ReferenoeSystem or, OMEGA sensor System ar any other Sensor System
, . '
c o w n g A h MNPS specifications. .I '

b) It Is desirable that the navigation system'employed for the provision of steering

guidanw shoutd be capable of being mupled to autepilot.
L - '

c) r e q u i',e equipment for RVSMairspa& i

0 '
1!1

.. two hdependent altituda measurement systems:

an altihrde alerting system;
an adomatic altilude control system, and
a SSR transponder with an altitude reporting system that can be connected
to &r ,altitude,measurement system;should a failure of the equipment
occur in the enroute phase, the crew must inform ATC immediately
..
 AIR-.INDIACHAR'TERSLIMITED
OPEIUTIONS MANUAL : .
I CHAPTER - 4 ETOPS PAGE 4 - 1 1

41.1 . SCOPE
..
The opemiions ol a Win engine .airplane is govern=d by certain regulations ti,
safeguad against inflight failure.of a propulsion qr other pimary system. The
regulalions stipulate Ulat the airaaft should be operated in s,uch.a manner that it is
always within 60 mutes of diversion limeof normal on6kgine inoperative speed
from an ADEQUATE airport. An adequate airport .is q e that meets Ihe landing
performance requirements of the aircraft ..

When a roub or a segment of a route mnnot be oovered wilhin the above mentioned
60 rninules diversion lime, then Ihe regulatory authorities,jDGCA) may permit ihe
operalion under the Extend@. Range Operalion' ( € T ~ P Sor EROPS) whercby
enroule airports byond 120 minutes diversion time can bexonsidered.

The ER minima for the enroute suiia~ealternates are esfablished wilh r e t e r e n ~to
FAA Advisory Cirahar 1 2 0 4 2 k tl is a rhuiremenl that PRIOR TO D~SPATCH,the
wealhrii forecast shoutd be above the prew'bed ER minima ,for a period
w m r n e ~ n gone hour before the earliest landing time at the enroute suifable airport.
-.- . ,

Similarly, crosswindAgilwind gust cpmponenls should also be willin the permissible

limits.

Air India Express has-receivedapproval'for 120 minutes ETOPS operalion. In !he

.
ever11 of an in-flight shut down of an engine or single I multiple prirnary system
failure, it is a requirement that the pilot should fly to and lasd 3t h e nearest adequate
I suitable airport. . h ihe event of an engine failure dt~riii'gi;E~ operations, Ooeing
prozedwe should be followed as given in the Boeing Owfations Manual and Ihe
ETOPs Ops Training Manual.

13LVlSllSION rROCE13URiI . .
,. -'. ,..-. . d 4 .
As far as posaibla. h e a!iwaft strou~d&urn or proceed lo an4nline airport wilhin the
sfipuIat& range or land at an airpan o n the track. Availal$ly.a,f enginceing facilities
niay w &en due consideration if more thalr one suitable airport i s available within
reasonably same diversion lirne. The Comn~ander'sdisuiisn and decisior~ to
enscre safety bf operation is recognised a l all times, as all variab:es govcnling to a
oarticula: situation cannot be foreseen.
 ..-...
...... .OPERATIONSMANUAL
....:
.-....., (PAGE 4-2
..
. HOPS -
CHAPTER 4 -..
%I

-- . . . ,I

- :. 1
...-.,.
.... Adequate airpod is sn alrpod meeting the salely requirements for take-all and landing
I:--.y:.g
-: .* '

.. , for mmmerdal and nonammeraal operations. 1should be anticipated that at thc

. eKpectedt&neduw:f

I). the: aeqdmme @I be-compatible with the performance requiremenis for the
eX#56d@ .anding and will be available and equipped with necessary
, aridt(aiy ,@k8s ATC, suffknl fighting; ~ornmunicatians,weather
reporti@,:haQatioir a&, refuelling and emergency services and
' ii) 81 b s t .onelet.downald (ground radar ivou!d so qualify) will be available for an
Instrumentqqmach.
a * .

4-1.4.2 SWABL&iA;IRpoRT
. .'
~uilable'airport is an idequate airport wiUl weather repals or forecast or any
combination theredhdlcatlng Lhal the weather mnditions are at or above operaling
minima as spe&led in h e operalors spebfiation and h e field condition repod
indicates that ,a &fe landing G n be accomplished a1 the time of Il~einlended
operdtions. . .

4 -1-4.3 PWJ?RSIOEf/ENROUTE. ALTERNATE

. ' AIRPORT
, . . .
~iversionl~nroule alternate alrpoi means ari ailpod at whlch an aircrafl may land if a
landing at tlre intded alrpdrl is inadvisable. The aerodrome Hill be available and
equipped with necessary ancillary services. such as ATC, sufficierit lighting.
communications,wea!her reporting, navigation aids. emergency services, ctc.

4-14.4 - FXTE.NDEn RANGO OPERATIONS

- :

. Extended Range Operations are h s e flightsmnducled ovq a-route that oonlains a

point fadher lhanLone hour flying time at the approved one'engine inoperalive uuise
' speed (under $tandard conditions in slill air) from an adequale airport. ,

., -.. 4- 1.4.5 EX'l'l3N DED IWNC B EN1'Ill' 2'01Ml' _ . ,..-- -- ,*

*. -...
:>:..<,2
.*.........,.-
..
+ . i .
, _.

,,
.-..,
.... . The ~dended ~ & a g bEnw pint is ihe point on the aeroplanes out bound roule which
, m
I. - is onehour fiyi%-Gme at Ihe approved single engine inoperative cruise speed (under
. , . , standard condiiioniin still air) fraw'an adequate airport.
 AIR-INDL4 CHARTERS LIMITED. .
..
- .,
.,.. OPERATIONS MANUAL
..-
..,....-.
.-. - 1
.. -...
,. '
-...
. \
CHAPTER 4
- ETOPS PAGE 4 - 3

.ETOPSsegment stads at the ETOPS entry poi.'htand ends when ihe aircrafl is within
120-minule area from an adequate airport.

4-1.4.7 IN-FLIGHT SHlJTDOWN (IFSD)

Wl~crran engine e a s e s to function intlight and is shutdown,.wbether self-induced,
crew initialed or caused by some other external influence (i.c. lFSD for al cases; for
example due lo flarneoul, internal failure, crcw initialed shut-off, foreign objccl
ingestion, icing,. it~abililylo obtain andlor control desired thrust, clc.)

A systcnl consisting of power unil and all other equipment rltilised to provide those
necessary to sustain, monibr ar,d control llle powerlthrust output of any
f~rr~ctions
one-power unit following installation on the aidranrc.

4-1.4.9 4
C PLcUIm'rf
- ..
STANDARD 4 .

The parlicular aeroplane configuration minimum requirements including any special

inspection, hardware' Cfe limits, master minirliun~equipment ,list constraints and
maintenance practices found necessary to establish the suitability of at1 airframe
I lor all,extended range operation.
cllgil!c mrubir~atio~

.I- 1 .q. In ?&"++J~MllhfI ) T V ~ R S I Q~f

N MI:

The nr aximum diversion time is t l k maximum flying lime autllsrised

. from any poi111of
>

-.....
. ,- , . , Ihe route lo Ihe nearest adequate airport for landing.
-*...
-..,..-.
,.L

, . . ,
.,-.
.......
.- .
.-.
....
4-105 CRI?'EIUA,POK hlt NIMA AT I30PS UTEINATE
-...-.
....
, ,
-.. -
, .
--,-
..
,. ., The available foreast should show that Ihe airport is suitable lor a period
cornnlencing one hour before the earliest .expected lime-f arrivai and ending 1 hour
after Ialesl expeded time of arrival. And during this time the laresast cross wind.
componenl ir~dudinggusts for the landing runway expected to beused should be less
ihan the marin~umpermitled cross wind lor landiag.

I The Extendcd Range opka[ions are covered under I20 rnhuler diversion time
 AIR-INDIA CHARTE~RSLIMITED
.......- OPERATIONS MANUAL-
..-.
.....,
IPAGE 4 4 I
.>

.-,-
......-,,
,.,..
..., , mops CHAPTER - 4

..
!
I

tracked :- --
Procedure for prapulsion syslem monitgring where the following items needs lo be
.-
i) ..A lisl of all engine shutdown events both on ground and innight (excluding normal
training events)for all c a u k Muding .flame out.

ii) Unscheduled engine removalfie. and summary '.

,

.,.
lil) Total engine hwrs and ddes

Iv) Meantime between failures of propulsion system cornponenls that aHect reliability.
v) lFSD rate based on 6 arid 12 monll~srolling average
. :
vi) Any other relevanl data.

4-1.8 ~ Q E ~ ' I T O E ~ IPNRGO G W M E

1

k syslem is in place to mtnitor thc following :-

i) Oil u>nsurqpth programme

ii) Engine h d i l i o n Monitoring
iii) Reliability Pr4ramrr.e. It hvdves .
a) Infliiht shvldowns
b) Diversion oc lurnback
c) Umrnrnenfed power changes'or surges
d) Inability to uwltrol Ihe eng'he or obtain desired power
e) Prablerns wilh syslems crilical to ETOPS
f) Any other.evcnt de!rimental to ETOPS,.

A programme to mainlain aerqiarie in a state 01 mtinuous alrwodhiness is lollowed

by Engi~leeringOeparlment In cmformily with the CAR.
'
The programrnc covers standards, guidance and direction necessary Id suppod
intended operations. €TOPS (&led tasks aredentitied;..ehecks are Carricd out to
ensure slalus of 'the aeroplane vltrich are amptished and ~ertifiedby an ETOPS
qualihttd malntenam person wlo ETOPS flight.
Piompi imglemenlation of modiilion and insmion are wried out wliidl affect
propulsion system reliabitily. . Pfocedures are cslablis!~edlo ensure.(hat airborne
equipmcnl will conlmue to maWain st Ihc level o l perfornlnnce and reliabilily reqilired
for Extenbed Range Operalions. Approved Minirnur~~Eqllipment I-isl (MEL) is -
exclusively mainlained lor ETOPS operation, which describes proper ME]. procedures
i'. 1\
;*...>:'.:/
 AIR-INDIA CHARTERS LIMTTED
OPERATIONS MANUAL
I CHAPTER - 4 ETOPS' PAGE 4 - 5 !
deferred items, maintenance checks and the system verification procedure to be
properly p e d h e d .

Separate defect reports arc submilted l o DGCA on all defeds experienced on ETqPS
seclors.

Tin? flight crew lrairhtg programlnc is spprovcd by DGCA wlid, covers initial and
recurrent training on various aspeds iiidudina dandby generator as a sde power
soure. Established contingency procedures are. emphasised for each area of
operzlion intended to be used. Flighl crew are trained to evaluate probable engine
and airframe system failure: Qbjed of this.lraining is to estabtish crew cornplency in
dealing with most probable operating corlting&cies (diversion decision making).
. ,

I'rairling also covers proficiency checks in perlorn~anceIike.flighl planning p r d u r e

on diversion, abnormal and emergency proedurcs, air slarl of propulsion system.
crew inkpacitation, etc.
..

Wlli!o dosp;llcl,ing 1I1aaeroplane lor ~ d c n d o dRange Operations llic followiug fa~lors

aparl from aiworthiness aspects aie specifically considered :

i) System redundancy levels appropriale to cxlended range operations are as

specified in ! l ~ cMEL

ii) A1 normal condilions of propagation and norr~ralone engine inopsra!ive cnrisc

t i o n s aeroplaric and ap~roprialc
allilude reliable Iwo-way voice c o n i ~ ~ ~ u ~ ~ i c aI~elween
A1'C unit over the planqed roulc is availablc.

iii) NOII-visual ground navigition aids arc availablc lor the planned route and altcmalc
[light palh. Visual and non-visual aids are available al the specified and allernate
air1)orls for tllc aull~uriscdtypes ol apl~roacllesand operaling minirna.
. - -.
iv) Fucl rcscrvcs ncccssnry lo Ily lo l l ~ criiost crilical poirlt and cxccutc a divcrsiorl to
s suitable allernnlc airport irrldcr various operaliug cor~ditions.

lo be used i f \ the evcril cf

v) P,cqt~ir.cdlakc.o[l dcstirl3tior1 and ~ l l c r r ~ a lairporls
c
Isilurc are idcrilified and relleclcd in the relaled
cnginc or n:ller n~ecl~snical
doa~nrents.
 AIR4V..LMA'CHARTEIPS LIMITED
...
,. , OPEWTIONS MANAL
,
.
, ' I
( C H A ~ sR RADIO LISTENINGWATUJ PACE s -I I
i
5-t COMMUNICATIONS
. . '

I 5-1.t CONllNUOUS LISTENING WATCH

RADIO LISTENING WATCH

It is the responsibility of the PIC' to ensure that at least one crew member continuously
monitors the appropriate ATC frequency at all limes when wilhin controlled Airspace.
Over water flighls and in uncontrolled Air Space a radio listening watch must be
maintained on appropriate primary HF frequency of the concerned flight information
center. The provision of SELCAL on HF I RT is deemed to satisfy this conditiqn.

An aircraft shall not be flown-on an IFR flight within' controlled airspace unless a
continuous listening walch 'is mainthined on the appropriate radio frequency of, and
two-way communication can .he esfablished as necessary wilh the appropriate Air
Traffic Control Unit. . .
. ,
COMMUNICATION FAILURE
.. .. A

If a radio failure precludes 'cbmpiiance with 13-1.4.1 the aircrafl shall :

, .
1). if in the'visual meteorologicat conditions :
. . '

i) continue to fly in visual meteorological condilions; and

ii) land at Ihe most suitable aerodrome.

2) if in instrument meteorological conditions or when weather conditions are such

[hat is does not appear feasible to complete the flight in accordance with (1)
. above :

i) proceed according to the cunent flight plan, maintaining the last

acknowledged assigned cruising level (or levels) for the portion of Ihe
route for which the.,aircraft has received clearance and thereafter at
I Ibe cruising level (or levels) indicated in the current flight plan; and

arrange the flight so as to arrive as closely as possible to ils estimated

ii)
time of arrival; and - - , ..
iii) wmmmce descent as nearly'as possible to the expected approach
time last received and acknowledged:or, if no expected approach time
has been received and ackno~vtedged,as nearly as possible lo the
.eslimated lime of arrival sp~cifiedin the flight plan.

RESPONSlBlLlTY FOR Rm I RADIO LISTENING WATCH

In the normal course of flight, Ihe First Officer shall be responsible for opera!ing the
IW. However, this does not restrict the Commander from carrying out the fW.
Monitoring of the FUT is the responsibility of both Ihe Pilots.
 . . A I R - I , U .CHABTERT LIMITED
OP~T1:ONSMANUAL -
2- RADIO LISTENING WATCH CHAPER 5

. -
During the fhght, in order to maidlain twoway communicationlcontinuous Radio
listening watch, a m of h e pilols must tic at his station all the time.
I .
1 NOTE :~ h Telephony
b designator o l Air-India Express is 'Express India'.
 m m u c m m sH m n .
.:.:...:
.. .
-
OPERATIONS MANUAL
...
.?.....
...
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,-:::-.
- >,
. CHAPTER6 MINIMUM FLIGHT ALTITUDE PAGE 6.1
I
6-1 MINIMUM FLIGHT ALTITUDES

I 6-1.1 MINIMUM ENROUE ALTITUDES

The Mnirnum Safety Altitudes are established by the States concerned for the ATS
routes promulgated by them. The width of the route within which !he safety allitude is
applicable is also published by the States. This may be promulgated as Minimum
enroule IFR Altitudes or'Fligh1Levcls.

6-1.2 THE OBJECTIVES

--,

The objectives &hind promulgalion of these Minimum enrode Safety Altitudes are :

0 to provide adequate terrain clearance along the route;

ii ) to indicate the loweit Flight Level, below which Air Traffic Services are not
provided by the-State3 concerned.

METHOD OF DETERMINING MINIMUM -FLIGHTALTITUDE

0 u ; method of determining minimum flight altitude is in conformity with ICAO Annex 2 8

Annex 11 and the CAR Series H'Part I Section 4 dated 1 6 August,
~ 1999, as fotlows :-

Except when necessary for take-off or landing or except where specifically authorised by
the Authority an !FR flight shall be Rown at a level which is not below the minimum flighl
altilude established by the state whose territory is over flown or where no such minimum
flight altitude has been established, oi)i minimum flight altitude shall be at a kvql which is
a1 least 2000 ft above he highesl obstacle within 10 NM of the estimated position of the
aircrafl in the route.
. ," .
6-1.4 PRESENTATION OF MI NIMUM FI-IGHT AI-TITIIrlE

In the Ftight Plan, ,Minimum Flight Altitude shall be indicated as Safety Height (SH).
White determining Minimum Flight Altitude, our flight Plan vendor has been advised
.. suitably to dse. the above method. Such safely Height is indicated in the Flighl Plan on
Ihe routes flown.

TERRAIN CLEARANCE BY DEPARTING

. . . . AIRCRAFT,

DeparEng aircraft should climb aul in such a menner and within the safely lanes, so as ta
ensure terrain clearance.
 All2 WIACHARElZS LIMITED
OPERATIONS MANUAL
PAGE 8 - 2 MINIMUMFIGHT ALTITUDE C I T A ~ ' EG ~
..
--,

6-2 MINIMUM HBGHfS .

0
I
..
-
'. -1
. .
6-2.1 . RESTIUCTION FOR LOW FLYING
. .
+

~neb[-.When&for take-off or landing, or except by following the prescribed

rules or procedures promGIgated by authoritis, aircraft should not be flown over the
~0ngeaedareas of dhs, towns or saltlernents or over an aperi-air assembly of persons.
unless at such a helght as will pennit. In the event of an emergency arising, a landing to
be made withoul undue hazard lo persons or @operty on ground.

.... .. The wise podion of a fight shall be conduded in t e h s of flight Levels. Flight Levels
>... ...
:.;/*.>..
,......,
--,
:
.
I

are also used at M above the lowest ysable Flight Level or, where applicable, above the
.- .,:, - tran~llonaltkude. AMudes are usod'for Rights below the lowest usable Flight Level or,
.-
. .
..-.
w
where applicable, at or below the transition aMude.
,.-..
..,.
P....,

-.
:-.-. ..
..-<

6.3 . ESTABLISHING MINIMUM FLIGHT ALTITUDES

- The method for establishing the minimum flight altitudes shall require approval of the
DGCA. This method will be arrived at after considering the probable effects of the foll
factors on the safetyhofthe operalion in.queslion
a) the. aaxlraq and &ability wilh which L e position of the aemplana can be
detmined
b)' the hacamidea In.the inditrons of the aftlmelers used
c) the chafaef@stl~of the teriam
d) the pmbaMity of encountering unfavwrable meteorological conditions
e) possible Inaccurades in.aeronauti-I charts
i) air space. r e, s e s
 I
! AIR INDIA CHAR TEBS LIMiTED
..1. . . OPERATIONS MANUAL
;;:!
..
. .-..
CHAPTER7 AERODROME MINIMA. PAGE 7-1 f

I 7-1

7-1.1
AERODROME OPERATING MINIMA

METHODOF D~ERMINATIONOF THE AERODROME OPERA~NGMINIMA

As per the requirements of DGCA CAR, Section-2, Series '0'Part-ll. daled 15 Jul 1999
and ICAO All Weather Operations DOC 9365-AN1910,2* Edition 1991, the opera to,
shall eslabfish aerodrome operaling minima for each aerodrome to be used in
operalions, based on method of deterrninalion of such minima duly approved by thc
DGCA

7-1.2 AIRCRAFT CATEGORY

The Mimas are indicated tor each runwaylnavigation aid'br the respective type of
aircrafl. Aircraft are classified ..pn the basis of speed 1.3 Vsb (at Max. certified landing
4

weight).
CATEGORY C; Speed 121 - less Ihan 14 1 kt IAS

'1.1.3 The minima for 8737 (Category C) are shown for each airport.

7-2 EXPIANATION

7-2.11 CEIMG, AND 'MINIMUM DESCENT ALTITUDE

DECISION'.HEIGHT

Ceiling is prescrim for take-off and alternate minima and Decision Heghl (OH)
Minlrnm Descent Altitude (MDA) for landing minima.
Vertical visibilily it provlded will replace coiling. These values are,given above ground
level and in Ihe case of ceiling represent the height of the base of thenlowestlayer of
cfouds mverlng more than 4 1 8 of, ~ lhe sky on the final approach .path. In case a!
vertical visibility in fog, mist elc. the value represents the vertical distance at which all
object such as a meteorological balloon ceases to be visible.

7-2.2 AOM 8 RVR REQUIREMENTS

C r

Following will be the minimum values of AOM and RVR requirements for Landing and
I Takedl at all airports. Depicled minima on respective tailored sheetslapproach charts
., If hlgher will be applicable. Exceptions for.LTqM under -Cat4 and above operations are
. explakd separalely.

+
I Approach ) 01-1 1 Touch Ccw~r I Mid RVR

APPLICABLE
- Roll r3ul RVR

NOT APPLICABG
 OPERATIONS MANUAL
. PACE 7-2 ' AERODROME MINIMA CHAnER 7

7-2.3 . RESTRICTIONSBY SOME COUNTRIES

&re appkM Lhe published Aternate midma-requiredfor fling wi:l be depicted on
the ,tailorH,,*. For n o ~ s p d l e dfoieign airports standard charts will be referred
for such minlma . .
I. .... : . ,
I.
7-2.4 ETOPS MINIMA FOR SUITABLE AIRPORT
. .
Similarly the ETOPS minird bid down for enroule suitable alternates is for despakh
purposes only and in the event of an dual diversion to the suitable airport, the
'
amlicable l a d q mhirna for that airport will be Ae controlling factor.
L .-
7-2.5 .

The 'required visual reference' 'is defined as that section of the visual aids or of the
. approach area, which should have been in view for sumdent time for ihe Pilot to have
made an a s s n t of the aircraft -posilionand rate 01 change. of'..position, in relation
I 1

to Ihe desired f i i i t path. . \. rn

I

73.3 AOHERENCE TO.PRESCRl8ED MINIMA

The minima P d b d herein sfiall no1 kinfringed except in an emergency. The
loreast of repMted meteorological ok&tiwrs shall not be less lhan h e minima
prescribed herein in the follwing circumslancis:

a) for dear- d a flight, .

for deararm d a fliglll under ETOP Regulations.for take-off,
b)
. c) for commencwnent of an Insbumenlapproach procedure,
4 forfakd.

74.2 C L W N C E OF A FLIGHT

A flight ta be wnducted in accordance with instrumen! flight rules shall not be

commenced unkm hfom~ticmis a v a i W which indicates mat cunditions at the
aerodrome of inlended landing and at least at one deslination alternate aerodrome will,
at h e estimakd time of arrivai, be at or ahve the aerodrome operating minima. For
destinations h Australia, Japan 8 US4 ?h%- f 6 ~ ~ ~ w ~ a ciridilions
' ! h e r a! !he
d-bnated alternates must be above ttra ALTERNATE ~ i n i m alis!ed lor that alternale
airport.

7-3-21 A flighl shall not be conllnued towards the aerodrome 01 intended landing, unless the
latest evailable Infomalion Indicates that at he expected time of arrival, a landing can
be effected at lhat aerodrome or at least one destination alternate aerodrome, in
compliance wilh Ihe operating minima established in accordance with 4.2.7.1 of CAR
section 2, series '0,gad II.
 . i AIR XhZ,U CHARTERS LrbfrTED
OPElUTIONS MANUAL
.'
.,.=
. ., I CHA?IER~. AERODROME hlI N I M A PACE 7-3 I
1
:
7.3.2.2 An irrstrurnent approach shall not be continued beyond Ihe outer marker u
fc in case of,
precision approach, or ,below 300 rn (1 000 Tt) above tMe aemdrome in case d non-
precision approach, unless Ihe reported visibility or controlling RVR is above the
spedw minimum.
I .
' 7.3.2.3 If, after passing the outer marker Tu in case d precision approach, or after descending
. belw 300 m (1 000 ft) above the aerodrome in case of non-precision approach, the
repded visibility or controlling RVR falts below Ihe specified minimum, tlte approach
may bc cantinycd lo D N H or M O M . In any case, a n aeroplane shall not continue its
approach-bland at any aerodrome beyond a point at which the limits ol the operating
minima specified iw that aerodrome would be infringed.

75.3 C L W C E OF FLIGHTS UNDER €TOPS REGULATIONS

For the despatch release of flights operated under ETOPS Regulations, in addition to
the axrdilions in para 12-Z3.2 Ihe lorecast lor the designated SUITABLE enroute
a l t m t e s should be above the ETOPS minima for the peribd starting one hour before
the earliest expected time or' landing to one hour afler the latest expected time of
. . landiq.
' .
. . ..
74 D ~ R M I N A T I O H ' OTAKE-OFF
F MINIMA

N o W y rnlnirna'delerrninedfor approach and landing wi1l.L applicable fur fake-off.

Takeonminima shall be greater than or equal to the applicable landing minima.

Taka offirninima b k r than landing minima can be applied for Cat-l and above
bperalionk: Tailored sheets will show minimum values of LTOM applicable for the
' ' dnwy.
I.. '

7-4.f LOWER TAKE-OFF MINIMA [LTOM)'

The fdlowing criteiia will be applicable for Ihe use of takc-off minims lower Ihan landing #,

minima lor departure :

i) RVR shall not be lower than 400m at foreign airports and 5OOm. at Indian airports,
p r o a e d that the departure airport is quipped '.with functioning High Intensity
Runway LIghts(HiRL), Runway End Lighls and ~uhw&markings.

II) RVR shall not be lower than500rn at foreign airports when- thc deparfure airpart is
equipped with only .fincfioning7RuiIwjF f@KIS(RL), Runwzy 'End Lghts and
Runway markings;
,.- .,. iii) Wherever multiple RVR observations are reported for Ihe runway, h e lowest
......
, .- .,
<.

.
8-.
,.-... value of RVR will be the determining faclor for the purpose of iandingliake-ofl
minima. All the RVRs should be more than 5001400 when low take off minima
being used.

j
I

iv) When RVR is not available Re lowest take-of minima will be VIS 800m I %SM.

.....--
....
... .,-
.>y , ..
-
- - : a

IS . O ~ . Z O O ~
 AIR INDIA CHART&&- LIfiTITED
.-.,
.'..'
..';c.
OPERATIONS MANUAL, '
.'.
'.
:-, I PAC;€ 74 AERODROME MINIMA. ' CHAFTER 7 , ' 1
'.v) LTOM ciiteria will not beappli&ble.to the aifields which are critical, situated in w e .
hlly terrain and where safety margins are inadequate.

vi) Wherever the application of LT6M aileria is not possible, the landing minima will
be applcabk for take off.

y;ii) mltabk airport should be available as a take-off alternate for departure within
hour d Wng time fw two engine aircralf and wilhin two hours of flying time
for Wre than two etigime alrcrafl based on one engine inoperative cruise speed
in still a t mnditions.
viii) Visibility cxmdlUons at h e designated alternate airport should be at or above the
filed m i h i for 1 hour before and 2 hours after the estimAed time of arrival.
This shwld not be less than the following:
.-
...
Cloud Ceiling

Precision Approach -.
600 feet AGL; or DH + 200 feet
whichever is higher.
Non-Precision .- 800 feet AGL;.or MOH + 200 fes!
Whichever is higher
~sibiri .. -
3600 m
ix) PIC should be in p&i&ssion of accurate weather, Notarns and olher safety
.informatig before carrying out Ihe Low Wsibilify Takeoff at OepaFture and.
' eemateairporls.

x) Full Thrust should be used for take-off. .,-

xi) If h e visibility is 800 m or Icss, the take-off runway should be equipped with
serviceable and functioning High liltessily Runway Lighls, and Runway Centre-
line Lights orKentre-tine markings which should be clearly visible hroughout the
take-off nm.

Ifthe WsibililRVR is more than 800 m, Take-off runway should be equipped with
serviceable and functioning Runway Lights, and Runway Centreline Lig his or
Runway Centre-Line Markings dearly visible lhroughout h e take-off run.

fn addition to the normal MEL, the Airc~attSystern/Equipment listed below, which

are criLical for L& V~ibilityTake-off and landingmshbTldbe fully seniceable-
a) Wind-shield wiprs for both Pitol and Co-pilol stalions;
b) Window heat lor all heated cockpit Gndows;
c) Antiskid System;
d) Thnrst Reversers for all engine;
e) All F l ~ hDirector
t Systems, Auto-Pilot, Radio Altimeter;
9 Weather Radar;
g) At least two VHF Corn sets;
h) At least two VHF Nav sets.
i - AIR INDIA CHARTERS LIMITED
OPERATIONS MANUAL,
I CHAPTER7 AERODROME M N I M A PAGE 7-5 1
xfi) Thunderstorm, wind-shear aclivity and precipitation (except driile) are not likely
to e encountered in the vicinity of the airport during take-off,

xiv) PIC should have undergone specific training for low visibijiiy take-off and landing
as per training syllabi.

xv) PIC sl~ouldhavc a III~~~IIIUIIIof 500 hours of command cxpcricncc on lypc sncl 10
hours recency experience as PIC in the preceding 30 days.

xvi) PIC should inform ATC, Flight Despatch or his intention to use Low Visibility
Take-off Minima for that partjwlar take-off.

xvii) Assisted take-offand landing not be permitled in low visibilily conditions.

7-5.1 CATEGORY I PRECISION APPROACH

In the rare event of temporarj OCA increment above chased DAlMDA and when
. . .. charges are not mentioned, following msthod will be
revised minima alongside OCA
-appliedto revise minima. . ' . a :
..
i) Subtract threshold elevati'on from new OCA to arrive at OH. Use this OH lo arrive at
WSIRVR minima from-the table below l o r Cat-l Precision Approach.

ii) As per the decision taken for the new system only FF and BF tables are produced
below:

DH (A) FF BFIALS Out

' 200-250 RVR 550M 1200M . '
WS' 800M
251-299 RVR 650M 1300M
VIS 900M
300-350 1100M 1900M
For every subsequent Add 300M Add 300M .
block of 50 ft. DH
increment
-. - -.--- ' - 4 - .-
iii) For using the RVR minima' of lowef,lhan 800 m, the following conditions
should be met ;

a) The runway should be equipped with serviceable and fvnctioning Cat-l .

lighling sysiem he, approach lighting, high intensity runway lights and
centre-line lighting.

b) The PIC should have ~rndergoncsuitable simulator training usirig R V l i

of 600 m or less for approach and landing.
 AIR IiWLA CHARTERS LLIMITED
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...7
. . OPER~TIONSMANUAL
.y<:q
5:y.i
- -..a I PAGE 7-6 AERODROME MINIMA CIIAITER 7
I

,-:--!
- i - b) Afkr the M g as above in (b), a, suitable entry is made in the log
,k k of the PIC 10 hls effect. .
. ,

1
. .
The Pilot-in-Cmand should have achieved the 100 hours ic the relevant aeroplane
wfth restrid4 (higher) minima as given below before being certihed to use the
law& apprbved mhlma :-

NON-PRECISION APPROACH

Subhd thf&hoki w ARP elevation, whichever is lower, horn ikw OCA to arrive at
Mw. Use this MDH to amve at VIS minima from the table below for Non-precision
. Approach. ,.

FF (Full Facitities) comprise Precisio-nApproach HIALS 740m or more, HIRL, R W

markings, Threshojd tights, RW end lighls.4ightsmuslbe on.
--
BF ( basic Fadlities) comprise Simple ALS (any lengths) or no ALS at all, RL,R W ,
markings, Threshold Lights, RWY end lights. Llghts must be on. For simple
understanding,.any degradalion in HIALS andlor HIRL under FF: will reduce this
facility to BF.

CIRCLING APPROACH *

Subtract ARP &levallon from new OCA to arrive at MOH. Lowest MDH to be used for
circling mlnlma will be 600 ft. and 700 ft. fbr Cat-C and Cat-0 respectively. Use the
 AIK INDIA CHARTERS LIMITED .
OPEIRATIONS MANUAL
I ClIAFiER 7 . AERODRGME MINIMA - PAGE 7-7 1
applicable MDH to arrive at VIS minima from the Non-Precision Approach BF table
given In 12-2.5.3. No credit of ALS is to -betaken.
'

COMPONENTS INOPERATIVE

7-6.1 The minima shown against ILS is valid only if all the components associaled with ILS
viz. Localiser, glide path, outer marker, middle marker and also . approach lighting
system are operative. In the event of any of these components being inoperative or not
available, the ILS minima shall be increased as indicated below. For PAR approaches,
the minima shall be inaeased as indicated ifapproach lighting system is not anilable.

Component inoperative1 riot Increase Minima

available
1
i) ILWAR bqsic below .
DH VISIRVR

300'11200m :

Glide Path By 100 fl Up to 1200m' (wilh ALS)

- Up lo 1600rn(without ALS)

OM or MM' By 50 ft Up lo i200m

Ii)ILSIPAR basic minima as or

above 300'11200 m :

Glide path By 100 It By 400m #

OM or MM 8y 50 ft By 300m

Example : ' If basic ILS Minima is 200'/750rn, increase it to 300'11200m or .

300'11600m if GP is inoperative (with or without ALS, as the case may be).

# If basic ILS minima is 300'11 200m,increase it to 400'11600111if GP is inoperalive.

NOTE:
i) If IocaIiser is inoperative, ILS approach is not aulhorised.
li) Correction .for localiser (GP inoperative) is necessary only if specific minima have
not already been laid down for localiseragainst-individualairpwts;
ili) If compass locafor, DME, radar or other radio fix considered as a subslik~tefor
outcr marker is available, no .grrection is necessary.
7-6.2 Degradation in ALS or RWY Lighling System will require VlSlHVR minima to be raised
to applicable values for BFIALS OUT rnen!ioned' in the Jeppessen sheetslcharls.
Calcula!ion for IF is not considered.

Note: There may be oaasions when as againsl the actual degradation of ALS to IF,
the above method results in excessive increment of minima which may adversely affecl
 , AIR INDU CHARTERY LIMITED
- .
OPERATIONS MANUAL
I FACE 7-8 AERgDROME MINIMA CHAPTER 7
..
. ' operations. Under such circumstanas, if considered necessary, a separate calculation .'-*'*I
I
ofapproprlat8,mbdmafor IF may be issued throu~hcompany
. . advices.
7-7 PROCEDURE H I R COMMEN~ING LANDING .-

An iflstrument approach prmdure for landing can be,commenced and e x e c ted ~

{except at Ausfrakia) if the repodd visibilitylRVR is not less than that laid down for the
respective approach aid, withwl regard lo Ihe reported cei[ing or verlical visibility.
However, at Wbalian a m , bolh ceiling and RVR must be above minima for
.mmrnenclng an approach.' Upon reaching the prescribd DHMDA, the approach may
be continued and a landing made if the 'required visual reference' has been
established, ,ifnaf, a missed approach procedure MUST be execute'd. However, in
a non-precision approach (I,e.other than ILSIPAR), it is permitted to level off with a
view to establish ttte 'requird visua! referend at a laler stage, but before the
p r & M missed approach point. In commencing an approach based on reported
RWsibility criteM only, C q a n d e r should assess the extent of doud layers of
faglmist condith with a view to ensuring that [here is a reasonable possibility ol
rn visual referen& at DWMDA

7-7,1 RVR AND VlSlSlUTY

Whenever both RMI and visibifity are available, RVR wi tl be the criteria for landing.
. -
7-7.2 DESCENDING B&OW D M D A
.. '

AircraR shall not k c e n d below OHlMDA unless

a) the airaafl Is in a position at that height.from which a normal approach to the

nrnway dlnte'nded lading can be made
AND
b) the *required visual relerence' has been estabiiskd with regard to approach
threshold of that runway or approach Ilghb or oUler marking idcntfiable with
the approach end of the runway. .

CONTINUANCEOF LANDING

Landins should anly be effected if the Pilot conlinues to have the visual reference from
DHIMDA till lading.

MISSED APPROACH

If on reaching D W A or at any time lhereafler any of the requiremenls under para

12-2.7.1, 12-2.7.2 and 12-2.7.3 are not met, the Pilot MUST immediately execute the
p r m i i missed approach pf&ure:

In cirdlng to land, aircraft should not descend below the cirding minima ur~tilit is i i l a
position-tomake final descent for landing. The Pilot should maneuver ihe shortest path
1
.. . .. .. .
0 1.10.200:1 .,-'.
-....:I
:-::
/*:-:
 ..
-.. i IMANU~
OPERAT~ONS
.. . CIIMTLR 7 . AERODROME MINIMA PAC 8 7 - 7
- - 1
-
to the base or d d n d leg aid lhe circling area should not exceei a radius of 2.3
mites trom the runway.

7-7.6 . U N D I N G RUNWAY LENGTH REQUtREMENTS

.
....., i
... Pilots should bear in mind, landing runway length requirements when operating wilh
-...
..-. .-
...8
- low minima values.

CONVERSION TABLE

The following table provides accepled equivalent values to RVWVisibility in diffcrcrlr

unlts of ineasurement:-

RVR (M) , RVRIR)' MS (S.M.)

400 '' " 1600 114 SM
806 2400 . I~SM
1200 4000 . ' 314 SM
1600 . 5000 I SM
2000 6000 1114 SM "

7-9 ~ O P MINIMA
S .. a

!
Weather Minima for Airports designated as suilable enroute alternates. under ETOPS
w Regulations are prescribed as under. It must be noted that .the Minima shown
hereunder are for despatch release purposes only and in the' event of an actual
diversion, the applicable landing .minima for ihal Airport will be in controlling factor.
I F u W , these Minima are for Pr~isionlNon-Precision
1

Approaches at the respective Airprls. In the event,'lLS is no1 available, the despatch
ETOP,Mnhaforthat ~ r p o r tshould be determined as per FMAdvisory Circular AC .
120 42Awhich lays down the following criteria:

. Celling 01 400 ft and ulsibilit),of 1600rn cr

Celllng of 200 fl and vislWity of BOOm above
the authorised ILS landing nii'nima; whichever is higher.

~ ilnqlea~nwa\fi--. -
~rportswith I L oi; - -
Celllng af 600 ft and .visibilityof 3200m or
.- .. ..
Ceiling of 400 ft and vlslbiity of 1600m or
the authorised ILS landingminima: whichever is higher.

iii) ~ l r ~ o with
k s non-precision approaches;
Ceiling of 800 (t and visibility of 3 2 0 0 1or~
Ceiling of 400 fl and visibilily of 1F00m above
the authorised non-precision ianding minima; whichever is higher.
 AIR INDIA CHARTERS LIMITED
. ...,.
OPERATIONS MANUAL . . - '

F>:.:'
../.
..., >..A

?.:.:$:.:I3
.
[ PACE 7-10 AERODROME MINIMAh -CHAPIER 7 1
7.10 HIGHER MINIMA DUE SEVERE DOWN DRAUGHTS

When the topographical features in a particular runway environment Irequently

produces down draughts in the approach area, then, the minima may be increased as
follows ;- .
DH by100fl
. ....-,
.
:.I:.
'I.:,, RVRMS by 200 m
- 8

7-11 COMMANDER'S RESPONSlBlLlTY

For low visibllily operations it is Ihe Comrnandefs responsiblity to evaluate lhrough his
. . own observations that the adual conditions at the time af take offllgnding are at leas!
-. -,. .
-..
-. .., .,. equal to or betler than the fled minima even though the reported visibility is above
,. .:. ,
. .. minima and ATC has given him clearance. Even if Met conditions meet Ihe minima
. .. :,
- required the Commander may use his discretion to delay a take off 0r.a landing if the
-<.-..:',..! weather has dderiorated or is likely to deteriorate.
.-.:I....
- :..>:
7-12 THRESHOLD CROSSING HEIGHT FOR PRECISION APPROACH

Crew should ensure that the aircraft conducting precision approaches crosses the
threshold at 50ft.with he,airpfane in the landing configuration and altitude.

7-1 3 ICAO CRITERIA

ILS Categories I, I1 and ill are defined by ICAO as specific ranges of wealher minima
for precision approach operations, in accordance with tCAO criteria and are listed
Mow.

CATEGORYn DECISION HEIGHT VISIBIUTYIRVR

I 200 ft 800m V1d550m RVR
II 20C)-tOO ft ' 3 9 m RVR
lllA Below 100 ft . 2M3mRVR
Ill8 Below 50 ft or no OH 50 m RVR
lllC No limit No limit

7-13.1 Category I1 and Category 111 inslrument approach.and-landing operations-shall not be

aulhorised unless RY information is provided. It is recommended that for insirurnenl
approach and landing operalions, aerodrome operating minima below 8DOm visibilily
should not be aulhorised unless RVR information is provided.

ALL W-TH ER OPERATION IAWOP~'

As per lCAO Annex 6 Pad-I, the state of ope~torhas an obligation in respect of

Aerodrome Operating Minima (AOM). This obligation is met by supervising the
determination of AOM. The method of the determination of AOM shall be in mnformily
wiOl ICAO DOC. 9365-AN19 10.
..
---.- +

15.08.200G
 AIR INDIA CHARTERS LIMITED
OPERATIONS MANUAL
1 CHAFrER7 AERODROME MINIMA PAGE7-11 1

of AQM.
ICAO DOC. 9365 All Wcalt lcr Opc~alionsPI ovidcs guidoncr: orb cstablist~mc~~l
The guidance material contained in the manual is related lo taxiing, take-off and
' landing operations in conditions where visual relerena is limited by weather conditions.
The ICAO Manual of All Weather Operations describes lechnical and operational
factors associated wilh the method of' determining and supenrising AOM for take-off,
non-precision and precision approaches including ILS operationequivalent to ILS Cat-l.

These guidelines for establishing Ihe AOM take full account of Ihe following provisions
of ICAO Annex 6 Part-l Para 4-2.7.2.which are as follows :-
.
. .,
.m ., i) The type, perlor~nancea ~ l dhandling characterihics o l the aeroplane;
..-.-
- ...
..,-.,.
...."
,. .. ii) The corrrpsiliol~of tllc niylil crcw, lhcir compctcncc and oxpcricnw:
....
,... iii) The dimensions and characteristics of the runways which may be selected for
---.-
.... .-
..... use;
....
.- .<
:::5
....I
d
.
x
.
2
: iv) The adequacy and performance of the available visual and non-visual ground
aids;
v) The equipmed available on the 'aeroplane for the purpose of navigation
!
andlor coatrol of the flight path during the approach to landing and Ihe missed
. approach;
vi) The obstacles in the approach and missed approach areas and the obstacle
, .
clearance aliludcn~cighllor !Ile instrumed,spproach proccdurcs;
vii) Thc means uscd to ~ C ~ L ' I I ~ I ~and conditions; and
I I C . ICI)OI( ~neteoroloyical .
viii) Thc obstacles i r l~ l ~ c :cli~lll)oul arc:\:; aid ncccssnry clcarsr~cr:~nnrgins

7-15 OPTIMUM USE OF MULTIPLE CREW IN MARGINP.1 WEATHER CONOLTIONS .

During inter, the chances of encountering wealher minima below CAT-I conditiotls
Increase. To make optimum use of available crew on board and their CAT-IIICat-Ill
quatiions and to 'prevent defaysldiversions, the followingprocedure must be
adopted.
.,
1. When the designated PIC is not Cat-llllll qualified bul the 2ndCommander and
First Officer are Cat4 I1II1 qualified. I

hj l u c~
['I c-dcpa~ : 2"' cur 1 l r 1 1JI 1JUI will lakc uvcr as PIC for Illat lliylll ar ld
suilable information is lo be given to ATCIDespatch.

b) In-flight : P I C will handover the-mrrwnd to the 2v . Commander for

execuling a successful approach and landing in CAT II condilions.

2. When Firsl Officer is no! CAT-IIII II qualified but PIC and 2"d Commander are
CAT 11/11 qualified.

In both the cases, the 2"4Commander will function as a PNF for Ihe phase of
flight where the First Olficer is not suilably certified. Changeover must take
...,
.... :;
AIR INDIA CHMTEm LJMITED
.-......
...
sp.y OPERATIONS MAWAL .
>-! ...- .
,
PACE 7-12 AERODROME MINIMA- CHAPTER 7 ' 1
: 1
1 'placewhen aircraft is stopped on ground or in stabilized flight before
I
I
I
commm6ng the approach procedure. .
It t; to be ,ensued .that logging of hours by the crew do nd violate any, provisions
WM are laid dorm by the DGCA.
 A TR INDIA CHARTERS LIMITED
--OPERATIONS MANUAL .
~ ~ E R B REFUELLING W I T H PASSENGERS ON BOARD PAGE 8-1 I
8.1.1 Refuelling wit%pax. On board .
. . . . . ,

SAFE1Y PRECAUTIONS REFUELING

.
NO REFUELING IS AUTHORIZEDWHEN AN
AIRCRAFT ENGINE IS RIJNNING -
PRECAUTIONS AND PROCEnURES FOR REFUELING AN AIRCRA- SHALL BE
AS PRESCRIBED IN RULE 25-A of the Indian Aircraft Rules I937 and will be Ihc
responsibility of the Maintenance and the Operating Crew. During relue;ing no
electrical swilches Ihat are not required for the refueling and ils indication, shall'be
operated ext;ept minimum amount of cabin lighting - and steady parking lights.
Maintenance will also be responsible to ensure lhat Ihe correct quantity and lypof fuel
and oil is on h a r d (he airaaft before any flighl. The quantity of the rue1 required will be
.intimatedto the Maintenance by the Flight Operations I PIC.-
- * It will be the responsibility of the PIC to ensure Ihat there is sufficient fuel and oi! on
, '
bohrd as per company policy:.-'.~eI she may authorize passengers to embark or
disen~tatdor rem'ain in the =bin during refueling subjecl to thc following condilions:

8.1.2 H EFUELLING (8737)

. b e l ~ wAircraft rule.25A of lr~diarlAircrafl Rules 1937
fiepqluced ,..

. .
QUOTE

25A. .Fr~cltingof aircraft-

(1) No pcrson shall ,fill or replcnislr tire fuel tanks ,a; an aircraft from vchiclcs or vessels
mtaining pelmleiim in bulk or from fuel hydrant installations except' fron~vehicles or
inslallations of a lype approved by the Chief Inspector of Exptosives bi from baiges licensed
trrldor tlrc I'ctrolcun~Rt~tcs,1937.
1..

) l ~ I I I ~ I I(I~~~*lli~\!t
J :vliit:l~I 11:ly i ~ ~ r 11: 11-
(jj~~-l~;lli,xv;, l ~ fiIIil ifJ 01 41ai11i119nf (1ir.l tn~lliz,IIw (c~llnwiri~~
~~rccautions slidl bc obscrvcd :-

(a) Fuelling of airaart shall be donq:'outdoors arid not less than 15 meters from any building.

(b) A " NO SMOKING" nolice shall be prominently displayed.

(c) Smoking or use of an appliance employing naked flame or use of an appliance capable of
producing a spark or in any other way igniting, li1,eI vapours.shall no1 be permitted wilhln 30
,. .
rrictcrs OC tl~r!aircraf or fuclli~lgcqt riprnanl

(d) Aircraft engines shall nol bs s t a r t 4 clr kmed a d ignilion switches shall be placed in the
*CII:l:" [~os~bor~.
(e) Aircraft cledrical radar an3 radio systenls shall no! be oper.ated and Ihe switches relating
(hereto shall remain in the "OFF" position:
Provided that Ihis clause shall not apply I? cteztrical swilclr~scontro!ling llle foilo~iiringcircuits
ji) power and light essential Tor fuelling opcralions;
(ii) minimcmarnount of cabin lig t lling;and
(iii) steady yarking ligllts. Such switcl~csshall r ~ obe
t operated during Ihe fuslling
opcralimis.
. .
 AIR I I V D ~ CIIAR
A TERS LIMITED

(0 The use of ground paver supply unit$ airconditioning units, traclors and similar
equipmen! shall bt3 W s i b t e subjed to compliance with the following conditions:-
- ..(i).Flexible'trainingmMes suitable lor use In hazardous areas shall be used.
I
(II) They shall be located outside h e Danger Zone. 'Danger Zone" is defined as [he area
vn'thin the largesl polygon oMainable by joining points 3 meters away from Ihe wings
and thg fueling vehicle.
(iii)The units, Inchdug the assodated electrical equipment, shall be flame-proof and of a
' typeapprovw bythechief lnsped~~o~Explosives,othenvisethey shalI be stafioned
at a distance dfm! less than 15 meters. in Ihe case of gasoline or wide oul fuels and
6 metek,In tha case of straight kerosine, from Ro aircraft and the fuelling vehicle.
(iv) They shall not
.. - - bswitchedmmOK
or "OFFuduring fuel transfer. ,

(g) The klelling'.&uipment and the a h a i l shall be banded to each olher and bolh shall bo
earthed. _. .

(h) No person other @an the staff of Ihe operator, fuelling company and officials of ilie Civil
Aviation Uepaitmleiil, Customs and Police, shall be permitted within 15 meters of ihe aircraft.
.. '
v 0) Passengdk may IE pernlitld to en~l)ark,discr~~l~ark,
or remain i r ~fhc cabin subject
lo Ute following conditions :-

(i) an attendanl shall remain on duty in tl~ccabin of the aircraft. ' I ' l l ~altendanl
.. shall - .

fii) ensure Ural no 'smoking lakes placr: or other source of ignilion is allowed lo
occur anrl shall assist in d ~ removal
e of passengers in the event 01 lire;
(iii) the passenger loading ramp shall,be correctly posilioned at l l ~ ecabin cxil
door and dequate provision shaII be made to maintain the equilibrium of f l ~ c
aircraft in w e all passengers alternpt Lo leave by one ex$;
(iv] in -case of marine aircraft; adequalc means o i water transpod 511311 t ) ~
stationed at cabin cxit door.

0) The,handling of freight and I~aggagein and around the aircraft sliall not proceed
simultaneously wilh lueging unless adequab precautions llave beerr laken lo eli~t~i~latc
fi['c
risk.

(k) No aircraft maintenance shall bc conducted Midl may provide a source of ignilion for
fuel vapow during bellirq opcralio~rs.

(I) Fire extinguisl~ersof adcyualc capdly and ol suilablc lypr, approved by t l ~ cOm(:lor-
General shall be avzilaMe for immediale use near !I& aircraft.

(m)In the event of fuel being spilled, fuelling must cease &d the engine of i ~ r & ~ r o upl ~odw c ~
supvly ~rnitsmr~sth?slnpp~d,hilt tile ~lactricnlcirc~~ilq ?nd switches shntdrl nn rh accn8inl
be loudled except for llle purpose 01 stoppic~glllc power u~lil.Prior to I ~ C O I I I ~ I I ~ I ~ C ~ ~ I $ J
tucllirlg, aclion rl~usfhc,lakcr~lo clcarr lllc spilled ILICI
(.'\rcI I I I L I S r~i o l tc wasl1c3 itblo s c w c ~
r;
or drains.
 1 AIR INDIA CHARTERS LItIiITE'D
..,.
OPERATIONS MANUAL .
, < T

..,.'ir ,... I CIIAWEII R REFIIEI.i.1NT:WIT1I PASSENC:I.ItS O N 11OAIt11 - I'ACI; U -J I

(n) Fuelling oprati6ns shall cease when 'a turbo-jet aircraft rn-anowres so - as to bring &he
rear jet outlets within 43 meters of the fuelling equipmenl or the aircralt.

NOTE - The,requirementsof clause (f) o i sub-rule (2) above shall not apply to (he uie of
ground batteries as an auxiEary sburce 31 electric supply to the aircraft provided they are not
a~eded or d~swnnecledduring fuelling operation.

UNQUOTE

Safely Precautiqns :-
I . Passcngcrs may b pcn~?ilcd lo embark. rliscrnbark qr rcrnain i" tllc cabin
during refuelling, unless otherwise notified by the ~ i r ~ & % u l l l o r iof
t ~ India.
2 . 'I'l~c ~ g Exit Sigtrs sllall be illul~~irlaled.
N o - S r ~ \ o k i ~and
3. The entrance door must be gpn.
4 . The station engineer or a - p r s a n delegated by himlher shall be responsible for
establishing' and maintaining a two-way cor~~munication belwcen the flighl deck
and fuelling personnel.
5. The =bin crew in charge must h notified by the Flight crew or the AME that
fuelling will lake place. ..
6 . Tl~cflight deck mikt be manned by a( least one Flight crew or all
aulhorised Engineering personnel, who will l ~ cresponsiblc lor ir~iliaiirig an
c n ~ c r ~ s l ~cvaanliri!~.
cy
7. Thc comn~enccmer~l
'of cn~barkalionnrust LH: co-coordinated betweer1 tl~eFligl I ( ,
cfcw, or AME, C ~ U I ill clia~ycarid l l w i J I U traffic
qrcw ~ stall.
8. Cabin crew niusl nolify the FIigM crcwl AME, if Ihe prcscnsc of fucl vapour is
detected i~sidethe aircraft or any olher hazard arises during refuelling.
9. Access to door exits the aislzs and line sCde- deployment area must
not be obslructed.
10. The slepladder must be correclty and safely pos,ilioned at the Fwd "
and Aft enlr-4 door, will1 a cabin crew manning lhe doors.
11. l r ~Il~r!event Ihe Aft entry door is not i~szdfor passenger e-mbarkalion or
disembarkation, lhen the door must be armed and mannedby a cabin crcw.
12. I'asscrlgcrs rirust h irrstructcd lo u ~ ~ l a s l U
c r i~r scnlt~cltsand Illat smokir~l;is 1101
pcm~ilted..
13. The tiandling -01 baggage in ari'd around Ihe aircrafl sllall not proceed
si~~~ullaneously with iuelting unless adequale precauli5ns have been laken io
eliminaie lire risk. . ,

14. Ground Sewidng activities and work - inside tli$,'jaircralt, such as

calering'and cleaning must nol in any way' obslruct the emeigenc;i exils or l l ~ c
aisles.
15. The cabin crew nlust be prepared for an immcdlate evacuali?n. T h e Fliglit crcw
or the Cabin crew in charge shall givc clear inslructions on thc exits to bc uscd ill
tllc r<entan ciilcrgcllcy cvacua!ion I,cco:r~esnecessary.
16. Tlw cal~iucr c!w ill cllsrgc sllall rwltify tlw ~otlLllit~ r u w /AML 91 Jr ~yclyvi;~liur~I;utll
111 OL:CJUICS.
 AIR INDIA CH.4RTE- LIMITED
..... OPEEUTiONS MANUAL - .
. ....,-.I
. ,
...... 1 PAGE84 * RErmEUlNG WTTHPASSEEIGERS ON BOARD CHAPTERS I

8-2.1 : - ~ f ; L F N G I D E - m T E L L W GWITH
PASSENGERS ON BOARD AT
I

I m
W I N *NG A
< :,
.. . ,AND DURING EMBARKAT I O N I D I S ~ M B ~ T I O N
:I
:.<. ...
--
.... . i- .,I -: .I ,

8-2.1.1 R-WlcACWmRSLIMITED POLICY

A flight mew member or a ! r a i d Engineering personnel shall remain on board and
stalioned in the deck during re-fuelling!dc-luclling operalion.
In d i n a t i o n wilh c~lcemedkyarlments,the lollowlng proce'dure has beer1 evolved
w f w y v e r re-fueGr~ldelfuellingis carried oul with passengers on boardldun'ng
pasikngek -h -a. m :; - '

q
Ground ~&hces 0epar(ment mi e&&e thzt one of the following is provided :-

1. Twostepladde~al~o~onlsftsideola~ircraf~.'
2. Two Jetlips at two exils
3, One Jetty y d one step ladder.

Note :
1) For passengu boardinghpnposes,only an; door m a y be used and the olher
could.e m a h dosed.
2) Ground SBPJlCjng adivitie should be conducted in such a manner Ihat they do
not create a hazard or obsinrct'exisb.

p I N ENT
N
I .

In ihe'event &t f & G n g l d & - f ~ operalion ha5 to be mrnrnenced with passengers

on bard but the lQhl.erew is nd in h e cockpil, a trained ~ n ~ i n e e r personnel
in~ shall
remain in Ihe ackp1. Such a person shalt remain in contact wilh ground personnel
S U p ~ s h g the re-fueling/d&lng operation through the aircraft two-way
wmmuni~tionchannel; and shall .inform (he cabin crew about evacuation of
passengers,,, if so dueded by h AlrcraIt M?iintebahce Engineer in-dlargc o l re-
luelinglde-fuelling. ' -
AM€ In-charge, pf (he re-fueling&-fuelling shaU .be r d s p ~ i b t elor deaiding (he need
for. evaalal[drl. of passerlgers in case of. a. situation arising out qf re-:uetinglde-
fue~ingoperation.

Irlfliglll Supervisor will ilriliatc cvacualicjl~ pr occdure wlvherlsver 01dated Ly Iliylll.

uewllrained Engineerinc personnel In the cockpil.
 I A I R INDIA CHARTERS LIMITED
OPERATIO~SMANUAL
3
.: --.
1 CHAPIZR8 REFUELLING WITH PASSENGERS O N B O A R D FAGE8-5 I

OPERATTONS DEPARTMENT
Whenever afiy nigh! mew member is in the cockpit :-

1 Ensure the mpliance of procedure as laid down in Operations Manual.

2) Maintain amhunication wilh ~nginaen'kPersonnel who is supenrising the '

refueling.
3) wt~enevcrinformed of an emergency situalon by the Engineering personnel,
order the Infight. Supe~sorlCabln Attendant to , commence passenger
evawation.

8-2.1.2F - THE ICAO ANNEX-6

The requirements pertaining to Cabin Crew will also be incorporated in the Cabir: Crew
Training Manual Tor mpfiance.
- Passengers may be permitted to remain on b a r d during' fueling of airuall. The
following anditions whiir are in conlormity wit11 UIC ICAO Annex. 6 Para 6-3sllould bc
obsyed. These requirements are also in conformity with CAR.

Full Arnplernent of mbin allendank a s per tnda Airuaft'~"leshall be on board

before passenger boarding is started a1 originating station and until the last passenger
disembarks from the airmll a( the destination.

i) At transit slalians, at least 50% ofminimun~cabin attendants shall remain on

ddy in the cabin of the aircrafl. The allcndants slrali ensure that no smoking
lakzs place nor other source of ignition is allowed lo occur.

ii) Provision is made for sale evacuation of passengers via at least two o l Ilw
main passwe! exit doors in the event of the emergency. The attendanls
shalt man h e exits in order to superviselassist evacualion of passengers, if
needed.

iii) If during fueling, the presence of fuel vapur is detected in the aircraft inlcri~r,
or any other hazard arises, lueling should be stopped.
.. - -
, ,. - . -. - -'- 1 a ._

iv) Wlh refueling with passcngers'embarking,on board or dcsccrrdir~gt-cvo way

wm~llutlicationshall be mainlained by aeroplanes intercommunicationsystem
w other suilable means belween the ground crew kupervising tho refueling
and (he qudirid persor~r~clollboard the aeroplane.

V) Ground servicing ai:tivilias and work wilhin ltle aircraft shou'ld be corlduc!cd irl
such a mannar that lhf y do :lo! create a hazard or obstrucl exilsf

vii) Access lo and egress tronl the areas where aircrafi escape chules may be
'

deployed skwld be k e ~ cleared.

t . .
 - .
larR INDIA CHARTERS LIMITED
I: .
.
.....
'.
.
OPERATIONS MANUAL . '
-

viii) When passengers are embarking or dircn~barlringduring fueling, lllcir routcs

should avold areas ~ e r fuel
c vapours arc likely to be present and be under
Che supervision,ot an akline ofiidal. 'NO SMOKING' should be enforced
stdctlfchhg such p a s q e r move men!^.

8-2.2 - I I Q P m T f O N S DI TRING-WFmLLINGl DEG

-
..

N U sbc( O f shuldorm k perndiedlf necessary, during rclwVdefud promdurcs.

- HoweuP#,'h lollowing am*& apply:
- t) N U sUrt M I permined d u i q refueidefue!, it it has failed IQ start or aulo sliuls
down. .
2) A m a 1 APU shutdown murl be completed if a fuel spillage has occuncd during
refuetldelcrel.

8-2,3 W W T - Or N S OF M $ . J
. .'
The regdaims al mmy airports ;equire manning o l usable d0ors.i.e. nornlally two
doors connected by step #adders or aerobridges; two cabin aHendants (ar olher
.- personnel when eaMn attendants are not available), mus! be on board to ensure
Wpliance with NO SMOKING sign, ete.
8-2.4 AVOTI) MIXING P U E t S
..
All precautions slwld Lw lakctt by 1110 Elrgir~acrirlgDivisiorl to avoid r ~ ~ i x i of
r ~I-uels
g
 i AIR INBIA CHAR TERS IJ~UIED

:~;<i.
,..
.,,.
--.
.
1 CHAFER9 -
GROUND IUNDLING PACE 9-1 j
. - -4

3.0 - a AN11 PJtOCEI)UlU?S

GROUNI) IIANDLING ARMNGEMENI' .

For detailed information, refer to 8737-800n Manual of Ground S ~ M W SDivision,

9-1 STATUS OF GROUND OPERATIONAL FACI LITIF!,

(NAV I APP / COM I ATS / M O E U V J i I N G AREAS)
'

A flighl wilI not be c;ornrnenced unless the ground facyilies available and directly
required 'Tor safe operation of the aircraft are adequate for the intended opcralion.
'Facililics available and dircdly rcquircd' Is inlclidcd lo bxcli~dc!omor0cnr.y tncilitir
such as those for fire lighting and scarch and rescue

Latesl status of faulilies and services is disseminaled by means of Nolices lo Airnia~r

by the,authoities concerned. Alternative procedure should be followed when facililixi
are dedarcd unservbable. Spcda! precautions should bc takcn when faciblics arc
promulgated on a (rial or lest basis.

Any inndcqc~acyof fncililies ohscrucd on grourrd -. l ~ i ~ ~ ~ ~ c d ir~lorrt~

i a t c l yFliylll Ucspatcl!
Unit to make a noling and lo inform approprirrtc nulliorilics. Atto crcw stiould i r i l o ~ r ~ ~
ATC of.Ille inadcquacyldeficicncy.

Any inadequacy of 'lacililbs observed enroute :- lnrmediatcly inform Ihc co~~cerncd

control!lng agency. j

h addilion, after landing a detailed report should be raised about the inadequacy .
observed by Ihe flight crcw in tho form ol Pilot's Special Report(PSR). PSR Ccll will
take follav up action fer rectification of ab~vernenlionedinadequacy.

9-2 . GROUND IIANDLING ACRl$EhIISNTS FOR AlCl, PIaIGlI'SS A'l

QNLI NESTATIONS

a) Air-India charters tia~iled enlers inio llatldlir~gc ~ n i r a c lwillr Aitlincs1lisnd)inr~

agepts Lo taka care ol ground Ilandling services lo our Cligllts at Indian and loreigr!
st alions.

b) All airlines and handling agents wit11 wlbon~Air-India enters ir~log r o ~ ~ r Ilarldc~n:~
ld
conlracl shaB b i covored under llle Ground Iia~\dlingagree~lrenl.

C) 'IIIC I)IOCB~UIL' is ~~III~CBIIIC rlivir:io:~nt ( X I

10 h~nalinqr.o~-.tr;lcls nnd agrcnr~t?~~lr.
and irllcrlaces wilt, the standing c~nrrr~iltcc~ncrnbers reurcserrtinq va~im1.;
1.111111u11Is
(Jq
 AIR-INDIA CfIAK 3EKS LIhlI 7'I:-L)
. . OPERATIONS MANUAL PART I
..::..:.
....
; :,:':
.
:.......
.. )(IU~CBR~ . GROUNDIUNDWNG
.. .! FACE 9-27

. 9.2 GROUND HANOUNG AGREEMENTS FOR Al FLIGHTS AT ONUNESTATIOHS

. . -:. .
94.1 OSBANDSCOPE
a] - Alr-India &arb= Urniled enters krlo handling a n t r a d with A i r l i m i n g agents to take
::.I:: j o f ground handEng &=a to ow flights at Indian and idreign d a b .
!.>.{. ...
>..- .I.

-....
! b; A4 airlines and handlingagcnls will1 wrho~nAir-India ellie;j: irito grwnd Imr~dlirgu>~llr,lct:;:I L~ !:

be -ed under Ilte Grollrd llardlir~gagracr~~erll.

C) T h poaxkue k a m to handng contra* and agrdilrrnlr division d GSD mnl

wilh h m m I t t e e mwnbers representrng various Deparlments.
 : AIR INDIA CHARTERS LIMITED

10-1 PILOT-INXOMMAND OBSERVING AN ACCiDENT I

0 PROCEDURE FOR, PILOT-INCOMMAND AT THE SCENE OF AN '

ACCIDENT ' . .
(Refer lCAO Arinex 12, Chapter 5) - '

PilolinCornmand observing anolller aircraft or surface craft in distress shall,

unless unable or in the circumslan~sof the case ansiders it unreasonable
or unnecessary:

Keep in sight the aircraft in dislress until such lime as presence is no loriger
necessary.
If position is not known witjtcetaihty, take such action as will facilitate !he
determination of il.

Report to the rescue co-ordination centre or air I r a k services unil as much

.of (l~e
.
.. -
.
- followirlg ir~forn~ntion
as pgssible:
~ ~ m b :of& bekons observed to be afloat:
&pal-enl pliysical condition cl sunrivut s.

+ Act as instructed by thc rcscuc coordirlatiori cenbe or t l air~ traffic senices

ur;il. lltllc first aircrafi to ruacl~tllc sccrre of arb accidenl is r~ota search and
rescue aircraft it shall take charge of on scene activities of all other airaaft
subsequently arrivirig until the iirsl search and rescue aircraft reaches ihe
scene of the accident.. If, in Ihe msanfinre such aircraft is unable lo
establish communication with Ihe appropria!~rescue coordination centre or
air traffic scrviccs unit, il sllall by mtriual, agreement, hand over to an
aimaft capable of establisl~ingand maintaining such cornrnunicalions unlil .
ttre arrival of the first search and rcscuc aircraft.

When il is necessary for an airkafi to direct.a surface cran lo ttic placc

where an aircraft or surface crall is in distress, (he aircraft shall do so by
transmitting precise instruclion by any lrleans at its disposal. If no radio
communication 'can be established the aircrafl .-shalt use Ihe appropriate,.
signal in. ,, . I
0 .

When it is necessary tor an aircraft t~ convey iniormalio~~to survivors or

surface rescue units, and two-way communication is not available, it 'sliall,if
i~raclicablk, drop corn[l~unica[ionequiprncnt !ha\ wot~ld cnal,lc dIrcd
contact lo be established, or cc-wey the Infarmalion by dropping the
message. When a ground signal bas becr~displayed,. llle aircraft shall
indicate wtrell~erthe signal has ijeen i~c~deis!oodor not or, if !his is no1
-liracticabIe,by use of the appropriale signals in.
A . . . ., ., OPERATIONS MANUAL
I CHAPTER 11 CREW CQMPOSJTIONIPILOT SUCCESSION PAGE 11-1
_ _ _ _ I _ -

1 M I N ~ ~ UCRNV
M REQUIREMENT :- . . '

. 'MINIMUM FLIGHT CREW . -

The :rimlinimuin,
flight crew required to operate will depend upon (he' aircraft type and the
nature of operations. On the present k t this shall c ornprlse :
a) PILOTS
Pilot4Mumrnan'd 1 . - Milot 1
b) MIMIMUMCABIN CReW REQUIREMENT1
The mlnlmum cabin aew requiredon board 'an air& shall be strictly in
aocordance wiUi rule 388 Indian Aircraft 16:i7, for entire fleet.
- .

Capacity
1541170
150- 199

CABIN CREW FOR FERRY FUGHTS

No cabin crew shall be carried on a 'Dama- ed f c ~ qflight*. :
For normal ferry flights if no passengers a e carried, cabin crew is not required to be
on hard. If any passengers are carded, tt. 3 rniri-7!l-r* q!ri*r+4c: ' '- "*"' . ".3" ' * -p
board.

4 FLIGHT NAVIGATOR (N/A )

Every plblic [ransport aircraft engaged r n a flight without landing over a great circle
distance of more than six hundred. ; W s and not equipped with navigauonal
,

equipment capable of providing inslant :(nd continuous ground position of the aircraft
and adequate stanct-by' arrangement$, shall carry on b a r d a Flight Navigator
licensed in accordance with the Sch&ule Ill if the tbtal'distance between any two
consecutive radio navigational fujng ails located withln thirty NMs of the mute of the
proposed flight and capable of being,:~sedby the aircraft ismmore than six hundred
NMs.(Rrrle38 A, Aircraft Rule 1937).

11-2 PILOT-IN-COMMAND

The Commander designated for the. flight

, will Mhd3lot-in-Command of the aircraft.

11-2.1 SUCCESSION OF COMMAND

During flight in the event of any unl.>wardincident happening to the Captain (Pilotin-
Command) the following is the ordt!.of succession in co'mmand of the aircrall.
a) 'ACM Examiner 1 lnstrudor I Check Pilot rated on aircraft, if
available.
b) 'ACM line Captain raled on arcraft, if available.
c) First officer.
 AIRmpXA C H A R T E R S r n D
., . .
-... . 0-TIONSMANUAL .
c...:?
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..,.-4.
-
?.-:!
1
I PAGE11 r 2 C w c O M ~ O S ~ OPILOT
W SUCCESSl0.N CHAPTER 11 . ---A

'\

.Nde:i)'ACM ~ t sOPC&~,
l if availrble shall assist the 'First O M .
II .Ii) If,Saf&y PildtsmiCb!e, heshall take overthe Cgmmand.
.I

. .. 1 .

! more than, one such crew Is avajlable the seihlor most.rhallkke'over.

If
11-22 '

..,
:>:tJ
'..
.' T w Comrmnleatlon Rule (Igcapacitation)
.>:<:
:::>
.-
When i q h t a9w meml er doas not respond normally or appmpblely to h ~ v e r b a l
,

w t i q n q h e a p a c ~ l a t l o nbe
. ~ s m e d . Ineapadbtkn ,aholdd also be
suspeded W a, m mlm.Wdoes not 'respond to any .wW ~omnication
-led a @dfhnt deviation from the intended flfghtpath,
.- .
.
.. - .
. Adion lo b'fa h In Cas.3 Oi Pht Incapacitation
.-....
-,...
. ,- ,
,.- -- 5.
. .-
. . m u r e a Safe corrdltron of fliqht
..
,-,.-..
.,
~ake #wrbd of the aircraft, tld the auto-pilot.
....
....
. ..., ,
<,
~hekk of a tl essential controls and switches.
Restraintfie uew ;-lember in the seat and slide the seat afl
Mareanmergeiey,~ainingthesituation.
i Have the W e d c rew member removed from the seai, if possi bte.

Take Care'd Th? ' ':ca~acltatedCrew Member

9
, * !% nnrc.:!t-p 1:: hi ~ dThis
. responsibility rho'uld be assigned to the cabin crew-
' & . prolonged aid should be admMered oulside the
,cockplLSeek Lhe 8 s . islance of any dodw on board. "I
-. 1
. Requesidleal ass:stanceto be prodded on ianding.

I . . - .
Perldrmapproach arlo fqal checks eariier-lharinormal. .
~th~AL#afffromyo.xnwmalposit)on:donotchangesaals.
I
...-..-.-,, R$queat &tance' f r m~ ATC if n m r y add makg an autopilot coupled
.... .appmaehII pdsslble.
<
..
....
,.,. ,.
,
a, ...
::cJ
....
.. I
, , I
- Fly a completely auto+!lot assisted approach.and dkngage ihe aulopllol
.j:I when the airlield Is In :.'ght and landing is assured in terms of a stabilized
. . ,;. .'
---.I
.'.:, -.
' pf~flle.

I
4 .Plan procedure for after landing
M e r the AlrcraR Is slappd on the,runway and4mkes are-set, change seat
to tad, ilnecessary.
Get Inqadtated crew member off loaded to the ambulance as qui,cklyas
possible. Thls could be at the gate I bay.

~ o t :-
e Incapawlion ~ h c c k ~ i1:s-ovidod
t on board the aircran

114 OPERATION ON MORE THAN 01; W P L'I HlAl

!

- AiCL oprates d y 0737-800 type . ' .;ircraR .

 AIR INDM C ~ LIMITED~ S
OPERATIONS MANUAL
I CHAPTER 11 C R W COMPOSITIOHI PILOT SUCCESSION . PAGE 11-3 . 1
QUAUFlCATlON REQUIREMENTS( QRS)
'Detailsof QRs for different personnel are provided as follows:-

FUGHT C R W
Oetaik are provided in Training Manual Volume 1
CA8IH CREW , .&-*

Detaib aie provided in Cabin Crew Training ~ a n u a l~raining

, Manual Volume IV.
' -

Train'i checking and supervision are undertaken 3s fo(lows:-.

For Fllqht Crew:- Flight Training Deparl-ment,hQadedby {he Chief Pilot-Training

8 Dwelopment. ...

For Cabin Crew:-

(i) Service and Quality Training- Manager 1-7-nightTraining
(@ Safety Training - Manager Safety Training. I
CREW HEALTH REQUIREMENTS AND PRECAUTIONS

€sse~klly:.all therapeulically effective..drugs can pq,duce undksirable, loxic and

potenlidly dangerous side effects incompatible with flight duties. Therefore, as a
general policy airuew should avoid the use of any mediklion while on flight duty.
Many privaie doctors are'not trained in aviation mdicine. Crews are advised to

consuh the Company.Medical Officer before using such drugs.

VISUAL CORRECTION
While on duty, flight crew members requiring risual correction shall wear prescribed
glasses as required by the OGCA approved Medical -Board. An extra pair of glasses
shall dso be carried al all times while on flight duty.

MALARIA
__ - -- - .. to take anti
Crew members rostered to fly into malaria. prone areas are ?dvised
malaria pills as a preventive measure.
11.5.4 ETHYL ALCOHOL (ETHANOL)
Studies have shown degradation in piloling skills up to 4 8 to 72 hours aller eltlyl I
alcohol (ethanol) .consumption. Ttle Company recommends that ' all aircrew
discontinue use of ehanol for a 24 hours period prior to duty.
11.5.5 ANTiHISTAMINES
There are several prescriplions and over Ihe counter preparations o l aniihistamincs.
These drugs may be included eilher in conlhination with other drugs or alone. Some
... .. . combination drugs niay include relercnce on Ihe pac~ageto [lie generiz chemical
.,....
-
-
..
...
.>
..-- .'. .,*. :.-,
....
->.,.-T.
7
 . AIR~J13I.A~ ~ S
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,. . ,OP~TIONSMANUAL -
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u
-.
-.
a. m. ,
. ,.

..... , I PAOEII-4 ..c.- PILOTSUCCESSION

COMPOS~ON~ . CHAPTER11 . I . ..._
'" .. name of an @istarnine but not identify it specifically as an -entihistamine . I

- *tion. Mad anti allergy drugs, m!d .and some cough medieation contain
. , anWbmlnes. - ?hest drugs ean impair thinking, cause dIzu'm, drowsiness and
lnlpalred vision,

...,
-. ... I 11a.6 - 6 . .

-.-.--.-,
-,
:I:-:, Bdadonna, a w n e ; banthlne etc and many similar drugs prescribed alone or in
. .? -Uon with olher drugs for slomach, bowel or digestive dsmlers may dilate the
, pupis and te,m@mdlyprevent adaptation from distance to near vision. They can
mental &n, under scfess situations. Some antidiarheal over -1he -
countw rnediqatkns contain drugs.
. . -.
.... . 11.6.7 . sEDATIv€s, SLEEPING PILLS,TRANQUILIZERS
....
- ..
<.

.': .:
,,

.: These drugs .belong to various dtug classifications. Some s w n g pill medications

. . ...
-;-I
..-I

., have a long, drlralion of action with .a cumulative effect if repeatedly used. Use of
.....,
..:..:
,<
..-.
.. these shouM only be under medical subrvision.
--
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;:

SOCIAL DRUG USE.

Use of any of the -so called sdcial drugs, such as matijuana (in any form),
.haNudnogenic @gs (LSD etc.) s!imularats and non-therapeutic narcotics is strictly
prohbkd. Some dugs such as marijuana a n be detected in W wine as long as 30
days after a single msual expsure. Any crew member who uses these drugs places
' his I her flylng Is serious jeopardy.
A p h t shall not exenise the privilege of the licence during a coursk of treatment with
the fdowlng dnrgs:
. . ' . . .I' . -
. .j
AnWJslamIne preparations, sedilives, tranquilizers, anliblotics and other similar
drugs until at -1 48 hours have elapsed from the end of the tr.$atment. All these
drugs may have skk effects ed- ,impaired judgment. .mental confusion bturred
vislon, dininess or even fainting, Wich may Iast for 48 hours after ceasing lo take
the drug. At least'4weeks would have to,elapse from the end of the treatment in case
of Iranquillizerslmoodelevators. .
.. . .
--
NICOTINE
Nicr:dne i s a physically and psycholo~icallyaddictive drug, which is ihc active
component in tobacco producls. Withdraws! sympt-oms, sometimes of serious
propoFtibns can occur after abrupt cessation o l lobacco products use. The Company
recommends against !he use of tobacco-producls. Smoking is prohibited in the
aircraft at any time. Non-smoking crew membc~g~hQuU&wever, undqs!and that
abrupt cessation of smoking by a moderate or hcavy smoker may create undesirable
and potentially unsale withdrawal symptoms.

FOOD CONSUMPTION BY PILOTS

A poor diet can cause digestive koubles, 'wliich can affect professidnal abililies,;in the
long run it can damage a person's health and may also shorten the flying career.-
 i AIR INDIA CHARTERS LIMITED
:.j OPErCATIONS MANUAL
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. . I CHAPTER 11 CREW CQ,MPOSIT!OWPILOT SUCCESSION PAGE 11-5 1
---
ii 11.5.11 D I n AS RELATED TO FLIGHT
General Rules :
All foods hich can easily be contahinaled such as mayonnaise, oysters,
a) salads andshrimps sh,ould'be.avoided. -;
b) R7ots at the controls should have meals of different types and eat them at
separate intervals. It is recommended that 30 minutes elapse behueen the
meal times of h e two Operating crew members

PRE'-FLIGHT
Crew membqs shiuld not operate on an emp$ stomach. A meal should be taken
one or two hour'sberore take off; preferably a tight meal -sting of carbohydrate
and protein, but low in fat. Gas forming foods,condiments, gravy, fried dishes, cream,
shelltkh, fatty ch&e and any foods not easy to digest should be avoided prior to
flight. - .' .
-.
-
...,..'.,
. .....
.... 4

--.,
...
. . 11.5.13 DURING FLIGHT
Crew members should drink plenty of fluids, preferably water which is as neutral as
! possible and fruit juices, but carbonated drinks should be avoided. Consumption of
coffee and tea should be kept to a minimum. Crew should eat sparingly and avoid
fermentable foods. Meals are not advisable on

board short and middle distance flights B should be taken before the flighl..On long
distance flights, when passenger meals are served, they should be eaten sparir~gly,
avoiding the dishes mentioned previously Light meals or snacks should also be
available on board. At transit stops, snacks and fruit are adequate. Crew should take
at least one hot meal afier every eight hours of flight. ,

11.5.14 POST FLIGHT

Crews are advised l o take one substantial meal, which includes adequate amounts of
protein afler the Wgh!.

EVERYDAY DIET
In tropiwt countries food should be less rich in calories than in cold or temperate
zones. However, it is necessary to drink plenty ell water ,( three to four lilcrs a day) in
order to maintain a good fluid I eleclrolyte balance and sufficient diuresis. To avoid
sodium chloride deficiency, 3-4 grams of colleiion salt should be taken per day; in
cases where there is profuse swealing ,,,.an .adddlional 1 0 grams .wauld be required
unless a salt restrictjon has been imposed. - I

Diet should not be too rich in calories in order to avoid obesily. An average male
would require about 3000 caloriesf day & an average- female would require about
2200 calories/ day. The proportion between the main components of the meals
should be well balanced, though some individual varialions are allowed. The
approximate percentage composition of Proleins, Carbohydraies and Fals in Ihe diel
are as follows:
 AIR,IlV2IL.A CHARTERS LMlTED
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OPERATIONS -M A ~ U A L - --CHAPTER---
:,.fx:
x.- : ~ P A G- IE ~ ~ CRW COMPOSITIONI PILOT SUCCESS[ON 11 1 .. .-

a) Protein - about 15 %. ..
b) Carbohydrate - about 5560%.
c) Fak-about2&30% (preferably ofvegetable origin).':'.

DEEP SEA DJVINGIBLOOD DONATION

A a e w member shall not perform duties on an aeroplane.

a) For at 'least48 hrs and preferably 72 hrs following blood donation.
b) If'any doubt edsts of abilily to accompfishassigned duUes.
c) If knee or suspected to be.sufferingfrom fatigue, or feels unfit to the extent
that-theflightmay beendangered.

PROHl81TlON ON CONSUMPTION. OF INTOXICATING AND PSYCHOACTIVE

SUBSTANCES: RULE 24 AIRCRAR' RULES 1937 AMENDED JUNE 28,20011

1) No person acting as, or carried in aircrall for the purpose of acting as pilot,
commander, navigator, engineer, cabin crew or other operating member of the
crew thereof, sl~allhave taken or used any alcoholic drink, sedative, narcotic or
stimulant drug or preparation within twelve hours of the commencement of the
flight or take or use any such preparatioc in the course of the flight, and no such
person shall, while so acting or carried, be in a state of intoximtion or have
detectable blood alcohol whatsoever in the breath,, urine or blood alcohol' . . -.
I
analysis or in a state in which by reason bf having taken any alcoholic, sedative,, . Y'
. narcotic or stimulant drug or preparation, capacity so lo act is impaired, and no:'
other person while in a state of intoxication shall enter or be in aircraft.
2) No operator operating a domestic air [ransport service in India shall scwc any.
alcoholic drink on board such an air transport service, and no passenger
[raveling on such a service shall consume any alcoholic drink while on board.
3) The holders of licenses shall not exercise the privileges of their licenses and .
related ratings while uniler'the influence of any psychoactive substance( see
note below) which might render (hem unable to safely-andproperly exercise the
privileges of the licenses and ratings.
4) The holders of licenses' shall not engage in problematic use'of substances.

Note: LIST OF PSYCHOACTIVE SUBSTANCES( as per CAR section 4 series 'El

.. . -. ..
Alcoliol, opiates, cannabinoids, sedatives 2nd hypnolics, cocaine, olher psycho
stimulant, hailucinogcns and volalilc solvents arc cqnsidered to be psycl~otropic
substances, whereas coffee ana lobacco are excl~rrlcd

Sludies'have sbown degradalian in piloting skills as lorlg as 48 to 72 hours after

alcohol (Eti-~anol)consumplion. AICL Pilols are forbidden from consunling alcohol
wilhin 18 hours prior to reporting lor Ilighl duly.
 ,
AIR INDIA CHARTERS LIMITED .

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... OPERATIONS MANUAL'
,.,,
,. . 1 CHAPTER 14 CREW COMPOSITIOW PILOT SUCCESSION PAGE 1.1-7. . I
*
1f .S.18 PRE-FLIGHT MEDICAL

"Ru!e 24 of the Aircraft Rule, 1937, requires .!hat flight crew (Pilot, co - pilot I.
Navigator I Flight Engineer) or =bin crew and other operating member of Vle crew
. ..
. .
. . shall nbt have used any alcoholit drinks, sedative, narcotic or stimulant drugs within
-.. 12 burs of the ammencement of the flight or takp or-use any such preparations
, .
:1
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-...
*...
'
during the course of the flight.
To monltor the above requlremwrt flight crew Icabin 'crew Isupernumerary crew shall
-
be subject to a random pre flight medical examination by the Company Doctor for
detedable tram of.atcoho! In Mood, breath or urine

before operating the flight. The PIC I DGCA representative at discretion may order a
brealhalyzer check Or any of.the crew prior to or on completion of a flight.
Any uew if afier reporting for duly, reports sick, when breathalyler checks are carried
out, will also be subjected to the breathalyzer check. If any crew refuses to subject
himself I herself .for this check the crew shall be treated as alcohol positive and his I
her name shall be reported to DGCA and kept 'OFF' the roster as per DGCA
guidelines.

~ o u t i n epre - night medical examination of all flight crew for each 'flight dutymby the
Company Doctor is mandatory. Proper records will be maintained by the Company
Doctor.
8
. '.. . I..

11.5.19 POUCY FOR PRWPOST FLIGHT MEDICAL EXAMINATION OF CREW

JBREATHALYSERTEST)

These tests' will be conducted iith courtesy, in maximum possible privacy and' with =
appropriate dignity.

The crew traveling supernumerary for the purpose of positioning or return to base
'
will not be subjected to this test:
The crew' arz advised not to smoke, eat anything or coi~sumeluse any kind of
medication, mouth-wash, spray, after shave lotion, cough syrup, mouth fresheners
etc for at least 15 minutes prior to the Prel Post medical examination. However, it
will be their responsibility to inforrn.the atterrtlrng' Medical dftider, if they have
consumed any of lh; above items within 15 minutes prior to such Examinations.
Pre-flight medical examination: The tests will be conducted on crew members at
the time of their inilial reporting. In case confirmatory tests become necessary the
crew m~rnberswill be subjected lo further lests in the presence of the Captainl
suilable witness If confirmatory tests a r e required on the Captain the same will be
done in tlie presence of a suilable wilness.
Post-flight rnedical cxaminalion: This will be carried out ill privacy, in Ihc aircraft
alter disembarkalion of all passengers1 Flighl Despatch, and within the stipulated
duty hours. Informalion regarding the 8rzalh'~lcoholTesl on the assigned night
 defect .ancl -the f e y fiighli are necessary only i ~ operational.reasons
r the C h i d of
,Operstions may all&,4the !*' flight an& taking into consideration all aspects.
i. R&rd.of all hd~ flights shall be haintamed by Maihlinanck.

The airmfl' nusl be cbrtikl by an ippwed inspedarl.AME before ih~alruaftis releasqd

for a ferry Bight. Mnimum of Transit 'A'j C h N 'A' or any higher inspection due shaP be
carried out Q.C. and OGCA may .stipda!e carrying . , , out any spe&al inspection prior io
.

auhdiisikj'~hd'fchyjlidht.

!.:II
....,
..
- ) PRECAUTIONS:
.:, . The lirniitims recommended in the relwnt ME'UCM the aiicrafl manual etc. should rot
.,' :,>,,-. . ~wjlybe eceeded. Hownuer,each4csreof any lin35ti0n MEW CDL . . shall
, - etc
. - .,.
a
. ....
!
- 7 ::A'.j
be:jdge'c! on'bmerii. ilk shall have tfkpCor' &i.larrrme~:6f-the~#eghnal
AiMrthiiess
. ,
,

::.....
. ><
:>

..-:- --'I . . and shall be r a r d e d in.wriling b y a e Q a t y control iri,&a!.ge.

'The controls and switcheswhkhare not to be opekted shah be suitably placarded
:rNopass.enngersl~rg~hal~mmed.. ,

:' m,inirrwmIligbl . w w .M be .on boaid

, . =,No..mmponenl~sfiaIl e x c e e d 1 s t i p u a He limits.
The Pilot-In-Command havimg regard to dl circumstances of tho case must be salisiied as-
- .
lo the fitness of h e aircrafi ior ike i-ntendedleiry fight.
. .-.
. ,

- e S~
- :A ferry g h l is d e w for Ihb p&pase-of.:~ '
. . . .

.Returning ai kikmft io Base;

Deh-ering airgait from me location to-another,without Ihe caniage of any
revenue passenger. .
For. h. e purpose of Ihis pdicy a Ferry flight do& no1 include:
a. ~'qlddkturnaround-iighl.
.F6ghb
- that ar= h i e d to bass due to ~echnicalreasons a3 defined in sub
,pa@.ia)abb~& '
w Ooes hot r ; o n < i iriiieage flown.
. .
F*~thiijndia...
?

To ensure that the Ferry .crew selected are competent ard experienced enough .lo pedorm
the terry Wer the designated route, the Chief ot Operalions will, amongst other factors,
onsure the eligibibly requiremenls and nominate Ihe 'pilols.'
Procedure
1. When a (eny flighl has to be pdorrned,,Chjel of Operaljons after a-ssessing the economic-
considerations and,the.availqb$ty'ol pilots al Lhe departure lomtion,shal! identify crew required
2. The folloysing wouM be assessed as to whclhr;
The rolhe requires piior opeiational,experience.. ,
Acceptance or Trainiy crew are:akedy available to perform the ferry at or near the
international localion.
 AIR-INDIA CHARTERS LIMITED
OPERATIONS MANUAL
PAGE 17-28 S.0.F C H A F E R 17

The crewing requirement of the base in which the pilot is operating from is able to ,..

release himlher for the ferry. This should be at the minimum cost to the Company.
There is a Technical IOperational requirement for the ferry to be performed by a n
Instructor1Examiner1Management Pilot.
3. With approval of Chief of Operations the crew member(s) pre-trave! formalities will be initiated.

17.7.4 DEMONSTRATION FUGHTS

AlCL does not conduct demonstration flights. In case of exceptional requirement, Flight schedule
and crew composition will be made in consultation with-D.G.C.A. and the manufacturer ., ',

17.8 INFLIGHT OBSERVATIONS

17.8.1 Meteorological Observation I
, .
The procedures for making meteorological observations on board aircraft in flight and for
recording and reporting them, contained in Annex 3 and AIP shall be fojlowed
17.8.2 Hazardous Flight conditions
Hazardous flight conditlons encountered, other than those associated with meteoro[ogical
conditions, shall be reported to the appropriate aeronautical stations as soon as possible.
The reports so rendered shall give such details as may be pertinent to the safety of other
aircraft.

17.9 AIRCRAFT OPERATION -DURING MONSOON

The importance of certain procedures apd special precautions to be taken while operating-in
Monsoon conditions have been emphasized by DGCA in their Operations Circular No. 09 of
2010 dated 06.05.10. The foIlowings are the highlights for guidance and compliance.

17.9.1 GENERAL CONDITIONS:

a) Minimum total cockpit experience level of the PIC and the Co-Pilot should not be less
than 500 hours on type.
b) No supervised take-offs and landings in actual adverse weatherlmonsoon conditions.
c) Approach briefing prior to top of descent shall include wetlcontaminated Landing
Distance Required calculation. A quick analysis tabje for wetlcontaminated LDR shall be
made available to crew before the on set of monsoon. (flight crew can refer PI-QRH to
cross check landing distance requirement). . . .
d) Full IAL procedures should be carried out, as far as possible. ILS approaches are to be
prefemed to Non-precision approaches. In case of Non-precision approaches, emphasis
may be given on Constant Angle Non-precision Approach (CANPA), Refer Operations
Circular 1 of 2005.
e) Greater emphasis on stabilized approaches (Refer Operations Circular No. 1 of 2003 on
"AIAR India Training Tool Kit" and Circular No. 9 of 2009 - Standard Operating
Procedures.
f) PAN OPS procedures for speed control in terminal areas must be followed.
g) Flight Manual limitations and Company SOPS must be strictly adhered to.
 AIR-INDIA CHARTERS LIMITED
OPERATIONS MANUAL
I CHAPTER - 17 S.0.P PAGE 17-29

h) Go around procedures, wind shear procedures, stall and recovery must be reviewed as
per Operations circular 2 of 2001.
i) Documentation about upset recovery technique for specific airplane must be reviewed.
j) Full flap landing and adequate usage of Reverse thrust and consideration of extra en-
routelterminal fuel computation shall be adhered to. (Type specific manufacturers
guidance accepted).
k) The crew should familiarize themselves with all the related training material ICompany
documents before the onset of monsoon.
; I) Only those Pilots, including expatriate crew, who have been cleared for monsoon
operations, should be rostered for flying during the monsoon period.
rn) Additional fuel uplift should be considered, keeping in mind the 15% increase in landing
distance for wet runway conditions and possible reduction in braking action.

17.9.2 ME1 REQUIREMENTS:

Following equipment must be serviceable during adverse weather I monsoon condition

operations in Indian airspace.

a) For aircrafl requiring transponder and TCAS, both must be serviceable.

b) GPWSl EGPWS must be serviceable.
c) All deceleration devices including Thrust reversers must be serviceable.
d) Anti-skid system must be senricea ble.
e) Wind shield wipers on both sides must be serviceable.
f) Anti-icing and de-icing must be serviceable.
g) Atleast one Weather Radar system must be serviceabje.
n) Grooves on tyres must be visible out of base stations.

Crew are advised to pay special attention to the following items.

i) Flap system must be serviceable.

ii) Static discharge wicks must be operational.
iii) External lights must be serviceable out of base station.
iv) Pitotl static heating must be serviceable.
v) Window heating must be serviceable.

17.9.2.1 The following items even though unserviceable, could be accepted "to return direct to base
station for maintenance' (i.e. one landing only) subject to acceptable weather condition at
departure and destination station.

a) Transponder1TCAS (not in .RVSM airspace).

b) GPWSl EGPWS - subject to all other instrumentation to co-relate position being

serviceable and flight crew to have-satisfactory terrain awareness

c) One Thrust reversers provided other decelerating devices are serviceable - subject to
additional margin of minimum 1000 ft to field length requirements for Take-OR and
Landings

;.....--
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 AIR-INDIA CHARTERS LIMITED
OPERATIONS MANUAL
I PAGE 17-30 S.0.P CHAITER 17

d) Anti-Skid system - subject to performance limitations.

e) Wind shield wipers- subject to the PIC side (LHS) being serviceable

-
f ) Anti-icing and de-icing subject to performance limitations

Note:- Clubbing c) and d) is not permitted. So also, any system degradation casing impact
on flight controlslthrust reverserstanti skid must be carefully weighed

17.9.2.2 The above waivers to the MEL restrictions will in any case never be applied if the MEU
other regulatory requirements are not permitting the same for any other specific
operations.

17.9.2.3 All flight crew are to familiarise themselves with precautions to be taken for
Aquaplaning, turbulence and thunderstorms.

17.9.3 PRE FLIGHT

1. Check destination, enroute and alternate weather.

2. Observe wet runway limitations.
3. Strictly adhere to Company filed weather minima. .
4. Pre-flight inspection should be carried out.
5. At enroute stations, a member of the flight crew & maintenance 'engineer will decide
on the serviceability of the tyres.

17.9.4 IN-FLIGHT

1. Taxi at slow speed so that the aircraft is in control. .-

2. All take offs must be in accordance Lvith Standard Instrument Departures wherever
applicable. No intersection or tail wind takeoffs are permissible unless an adequate
performance margin exists.
3. Bird activity increases duririg monsoon season. Therefore necessary precautions
should be taken in this regard.
4. Avoid entering-intosevere weather conditions.
5. Circumnavigate all radar returns.
- Storm cells shall be cleared by at least :-
- 10 NM when OAT is warmer than freezing
- 15 NM when OAT is cooler than freezing
- 25 NM when at or above 25,000ft.
6. Special precautions should be taken to ensure the safety of passengers and cabin
crew in case of in-flight turbulence is expected.
7. Review of approach procedure be done before Topof descent and review must
also include the specific actions and phraseology associated with normal go-
aroundlwind shear go-aroundlapproach to stall and recovery.
8. Pilots should not hesitate to go around in case of unstabilised approach or hold for
improvement in weather.
 AIR-INDIA CHARTERS LIMITED
OPERATIONS MANUAL
-
CHAPTER 17 S.0.P PAGE 17-31

9. Auto Brakes if available are to be used for Ianding in the appropriate mode as
under :-
- Abnormal landings - when speed has inadvertently increased beyond the
approach speed limits.
- When the landing runway is wet.
- - When runway length is less than 6000'.
Auto Brakes are an optional part of the Aircraft Braking System and can be carried
fonvard under MEL.

Flight crew should pay special atlention to all EGPWS warnings and take action as per
the Standard Operating Procedures.

17.A0 PROCEDURE FOR RElAYlNG WEATHER INFORMATION

Weather messages from Flight Despatch through SSB will relay METARs,
serviceability status of ApproachlLanding Aids.

i1 Flight crews are advised to establish HF contact with Air-India, Mumbai on

frequency 10072 soon after departure and maintain SELCAL watch to receive
weather messages.

ii> VOLMET broadcasts from Mumbai, Delhi, Karachi and AT1S broadcasts from
all enroute and terminal stations should also be monitored closely.
 AIR-INDIA C H A R T E ~ SLIMITED
OPERATIONS
- . MANUAL .
1 CHAFER-48 USE OF NORMALCHECKUm PACE 18-1 I
USE OF NORMAL CHECKLISTS

8.1 Normal & Non-Normal ~ r o c e d u r ~k h e c k l kisl in the QRH-0737-800

Checklist adions are to b.e.performed in accordance with procedures laid down in
'

Boeing OIjerabons Manual (Normal Procedures) and Ebelng QRH.

Pilots are Qulioned against mupliW of the ailical checklists wiUl airkft
maneuvering and ATC communications. The before takeoff and landing c t w s t '
shwld be mpleted well in time. The checklists once started should not be .
interrupted. In &se of inle'rmption if the airplane configurnlion does no1 agree wit
the needed mfguration:

Stop the checklist

Complete the related procedure steps
Conlinue lhe cllecklisl If if becomes apparcnl that an entire proccdurc was no!
done:
Stop the checklist
Complete the entire procedure .
Do the checklist from Ihe start :
Try to do'checklistsbefore or aflef tMgh work load periods. The crew may need
to slop a checklist for a short time to do other tasks. If the interruption is sllort,
wnlinue Ulc checklist wiih the next step. If a pilot is not sure where Ihe checklist
was stopped, do the checklist from the slart. If the checklist is stopped for a long
pcriod ol tirr~c,also do the cl~ecklislIron; Ihe slart.

Alter cdn~pletionof each checklisl, ille pilo! reading the checklist calls,
m
CHECKLIST COMPLETE'
 AIR-IIVDIA C . ARTERS LIMITED
.1
:.-.. OPERATIONS MANUAL '
,
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..- Im ~ - f 9 Departure Contingency Procedures PAGE194 I
, ,
m

DEPARTURE CONTINGENCY AND PROCEDURES ,

I
.19.1 SINGLE ENGINE PROCEDURES- TAKEOFF ,

+;j
.:.:..
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. .
As-required by fCAO Annexure 61 DOC 8168 to ensure safety of operations, ' One
Engine In~p@veTakeoW procedures have been established for all runways.
A summary eard of these procedur~for all runways .is placed at beginning of
Jeppesen Rode Guide.
A? these p r w u r e s except Special Procedures are a d ~ i s oin- ~nalure.
Speaal procedures are mandatwy lo ensure adequaie obstacle clear=nce, unless
due 10 some factors Captain uses his emergency autllority to disregard these in the
interest of safety.
These single engine profiles ate 'based on performance calculalions which assame
engine out manehering al a maximum of 15 deg b a ~ kangle below 1500 ft above
takeoff surface or achieving enroute configuration ( Clean), whichever is later.
It is clarified that in case of an engine failure during takeoff SID compliance may not
be achieved al performance limited"conditicns as.all SlDs are established will1 all
engine operaling. .

19.2 STANDARD NOISE ABATEMENT PROCEDURES :

For the noise abatement takeoff lor the 737-800, the NORMAL takeoff profile
satisfies the typical noisc abatemcr~lrcquircrnents and meets Ilm requiren~eril
lor minimum noise tevel.
 AIR-INDIA CHARTERS LIMITED ,
OPERATIONS MANUAL .

20.1 ALTITUDE ALER~INGSYSTEM PROCEDURES

same as section 17.3.4 ..

 AIR-INDIA CHARTERS LIMITED
. ..,.. OPEMTIONS MAhWAL
[CWER- 21 USE OFAUTO PlLOTANDAm IN IMCFLIGHT PACE21-1 I

lnstrychns for the use of Automatic flight syslems are coblained in the FCTM,
I
Chapter 1 AFDS procedures.
I
'
 AIR-INDIA CIjARTERS LIMITED '

. . OPERATIONS MANUAL -
1C -
I W R 22 ACCEPTANCE OFATC CLEAlUNCE .PAGE22-1 I

22-1 Dctails of acceptance of ATC clearance is stipulated in ICAO annex 10.

INSTRUCTIONS ON THECIARIFICATION W D A4XEPTANCE OF ATC CLEU14NCES

General advke to Pilots:

. .
1. If in doubt about an ATC instruelion, do not use read badt for confirmalion.
2. Positively confirm inslructionswilh ATC if any doubt exisls between flight crew
'rncmbcrs.
3. Always use headsets during times of high RT freqdenky barling.
4 . Do no'idip transmissions.
5. - Confirm unexpeded inshctions any par M a r stage of fli~ltl.
1. Advisc ATC if it i s suspecled ifla[ ar~otlrerairuaft lras ~~~isinlerpretcd a18
instruclion. ATC may be unaware of this fad.
7. Exercise particular mution Men members of Ihe flight crew are involved in
other tasks, and may not be monitoring the RT frequency. .-
7. At critical stage for flight, actively monitor ATC instructions and
compliance with them.
9. Use fun RT call sign at all times. '

10. Usc corrcct FIT Freqilcricy procedures and discifiline at all lii~~cs.
 . --
AIR-INDIA CHARTERS LLMITED
OPERATIONS: MANUAL
1 CHAPTER-23 T-FF AND APPROACIi BRIEFING PAGE23-1 I
/' ,
23-1 TAKE OFF BRIEFING

A complete takeoff deparlu6 briefing shall be given by the PIC in accordance with
Normal Prmdures as per B737 AFM Volume 1.

23-2 APPROACH BRIEFING

The PF will any out an approach briefing in amrdanoe with Normal Procedures
as per 0737AFM Volume IlATR SOP.
Descent speeds stipulated in the appmpriate AOM . I Airtine Policy are to be
adhered to, .unless ATCnraff~considerations n-itate change of speed. ATC
may waive off' speed rslrictions by using standard .terms such as 'No speed
controt' or 'Climb unrestrided'
The PIC has the discretion lo the descent led~niquein order to meet ihe
. Company's I ATC -requirements.' Fasien Seat Oclt'sign shall be swilched on wllen
desccrrdirlg (hrouglb 10,000 It for 8737
 i

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AIR-IrJPrA CHARTERS LIMITED . -
,-:1
OPERATIONS MANUAL
M
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iA
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I T E l t 24 . , R O I..TTI?/DL'INATiON
....--- .-... ...........-... FAMILIARI W1'ION
-. -... . . .PAGE: 24.1
. ..-- --..--.

24-1 Dclails of ROUTE IDESTINATION FAMILIARIZATION including night operations

is given in Air India Charters Ltd. TRAINING MANUAL, which is kept amended as
per requirements. I
 I.

AIR-INDL4 CHARTERS LMITED

OPERATIONS MANUAL . '

I CIIAITER - 25 STAQJUSEDAPPROACI 1 I'AGLI 2 5 - i I

-25-1 STAB1L I E D APPROACH
A Stabi6zed Approach wns&s of apmpkhbg Ihe following n a 1000 CL AGL. on a
Precision Approach, not below 500 It AGL; on a vlsual approadl. In cam d non+&ii#l
/Circling' appmach the aircraR should be sbbitized on e+aWishirrg the 'Requird Vwal
Segm'wf.
0 Aircrafl in landing mnliiuralion.
On (ILS glideslope, published m-predsion profile, or when a &epalh ( appro= 3 deg)
has been established visually and m n d i h s have bcen met b a m descent Mow lhe OA w
MDA
Speed up to 10 knots of large1s p e d VAPP ( exdudes additions for Wdshear).
. Rate of dexenl not In e m s s d 1000 fpm
. ,

25-2, APPROACH BECOMING DESTABIUSED

In case appnach gets destabEM or cannd be stabilised, the PNF will call 'Approach'Not
Stabilisd. I! ~clereis na r a t i o n hthe PF, (he PNF will again cab 'Approach Not Sfabilised -
Go Around.'
Thc PIC shall i r ~ ~ r ~ ~ c d iwrry
a b l youl a 'go around'.
* 3GG 3eg turns k l o w MSA are prohibited on ~ l k f i n aal p p f m phase. Missed apprrraclr must
bc executed if approach is unstabilizcd during this phase.

2513 MANDATORY MISSED APPROACH

The pilol shall execute an im~nediatemissed approach under Ihe following condilions:

I[ a Navigation rcccivcr or flighl instrument lailurc axurs which

v i l cficcl UIC abil~lylo salcly mnq~letsUle approach in irlslrunicr~ts
mdilions.
When 011 at\ ILS approach alter FAF or a1 100 It. lo DA the
glidcslopc an? h l i s c r show a devialidn of more b a n I dot
When I i e instntmenls show significanl disagreement and visual
m k c t has not been made
lnslrument approach is not stabiliied by 1000 H. AGL. and Visual
approach by 500 AGL.
Bird menace w i U rot perniil a sale continued approach wilenever in
Jwbl of making a safe landing.
Tlie aircraft is dcslabilised duriuy wirldsl~eerand tar llle pilol is
unable to maintain the aircraft will~inthe prescribed lliq!it rirl!
Whenever a GPWS 'pull up' warning is Itiggerr- : :icllh.i - , . r ;-
Whenever instructed to do sc by ATC.

25-4 MiSSEO APPROACH RE POT^^

r,ll rnissed approaches shall bz i ~ p d e ind the Voyage R.sprt giving tlic reasons. lhercol. 140
~iqrliryivill tx! iniliated for missed approacllcs. FSR-I lo bc filed if misscrl approad) prmdrrrr:
a carnzd oul hclow O N MOA.
 OPERATIONS MANUAL
I CHAP TO^^-26 HIGH RATEOFD ~ C E K T . PAGE 26-1 1
26-1 Details of high rate of d a m t is given in Operations ManualPart I, Chapter 25..
7 ln&cti& on the er&Uon -of lnsbuknl ~pprbacherare bid>- 8, h.,
- fotlowingdowmen&- - .

FCTM 737 (T M) Chapter 5-1 es amended from time to h.

 AIR-INDIA CHARTERS LL'IfITED
OPERATIONS MAN UAL
I CHAFER- 28 PRECISIONAND N O N - P m I O N APPROACH PROCEDURES PAGE 28-1 I
I
28-1 CONDUCT OF PRECISION AND NON-PRECISION APPROACHES
1

Details are contained in Ihe following aocumenls.

..

Normal procedures NP 20.47 of 737 Operations Manual volume - I, ~ i i g fpatterns

~t
are presented pictorially h NP 30.2 Ukrougll NP 30.0.
 AIR-IM1LA CHARTERS LIMITED-
OPERATIONSMANUAL
. .
I CHAPTER- 29 TASK SHARING DURING 1MC APPROACHJUNDINC PACE 29-1 I
29-1 FLIGHT CREW DUTIES AND~MAN~GEMENT
OF CREW WORK LOAD DURING
-
NIGHT A N 0 IMC INSTRUMENT APPROACH AND LANDING

, .. Details of'alloation of dulies Bre contained in h e following documents:-

Crew duties and work load sharing are in the following documents.

Normal procedures - Landing procedure ( Precish approach)

Landing procedure ( Non-precision approach) '- '

Go-around procedure and landing roIl procedure.

 . -
- A I R - I N . CHARTERS L T M I T ~ D- .:

' O~ERATIONSMANUAL, -

CFIT-AVOIDANCE AND GPWS I'KOCBDUIS PACUJO-1

*
30-1.1 The installation of ihe Ground Proximity Warning Systen~(GPWS) can reduce CFIT
accidents and is one of the major tools in CFlT prevenlion. The GPWS warning is
normally the flight aeMs last opportunity to avoid CFIT. Incidents IAccidents have
occurred because flight c ~ havew failed to make timely and correct responses to
. GPWS warnings. The availabie time has increased between initial warning 'and
aeroplane impact since the first version of the GPWS. However, Ihis lime shoold
not be used to .analyze the situation. With the early versions, there was a little as 5
seconds warning, and not at all if the impact poinl was on a relatively steep dope of
a mounlain. There may be as much as 30 seconds for riewer and future GPWS
versions. In the absence of standard operating procedures or, aeroplane
rnanufadurer'guidance, the followingmaneuver should b i executed in response lo
. a GPWS warning, except in clear dayligl~t. I VMC when the flight crew can
..
immediately and unequivocally confirm that an impact with the ground, water or an
obstacle will no1 take place:
React immediately fo a GPWS waming
Positively apply maximum thrust and rotate to the appropria:e pilch altitude.
Pull up wilh wings level to ensure maximum aeroplane
If.terrain remains a threat, continue rotation upto the. pitch
. . limil indicat~r(if
available) or stick sliaker or inilia! buffet.
Always respecl the stick shaker.
Do not change gear or flap &nfiguralion until terrain ieparalipn is assured.
Monitor radio altlude for sustained or increasing terrain separ8Jion.
When clear of terrain, slowIy decrease the pitcl; atlitude and accelerate the
escape maneuver should Ilc continued until climbing to sector emergency
safe altitude or until visual verification can be made that the aeroplar~ewill
clear Ihe terrain or obstade, even i f the GPWS warning stops.

30-1.2 CONTROLLED FLIGHT INTO TERRAIN (CFITI

- CFlT continues as a real threat for accidents in route operations, and is mostly
fatal. As the Co~npat~y network grows, operatio;ls'.to potenlially [insafe
environmenls will also increase. These will be not only lo airfields surrounded
by high terrain, but also to airlieids with no unsafe occurrence, and ll~efollowing
procedures are to b e followed:
-.---.--
-,
- .,- ,

a) Preview Cockpi1 Briefing of specific high Grain relaling lb evgiy lakeoff,

. descent, app:oacl~ a n d la~lding.
4
-
.

b) i)Avoid very shallow (1.0 lo 1.7 dcgrcc) dcscerrl profiles in visual and non
precision approaclies
ii) NDB approaclies a1 e ~):ollibiledat nigh!.
c) Instantaneous go-around aclion in response to [node 2 cr 2 A tvlr.3rr1irigc;l tiic
-GPWS MK V as ir~stallcd in co111,1nr1;8 airciall. II (IIC Cliytil proT~Ie is
cor~~pletelyvisuai and definitely 1\01i r ~any cor~flictwl~atsoever-,wiiliterrain
'

either d~rringdcsccnl, or dtaing 5111'~,lmsao l approacl~.Il~ewarning may he

lrcaled as precaulior~dry.
 -..-
...., AIR-INDU CHARTERSLIMITED
.*.
...,,
7.3
..-,
.A..>
. .
.. .., OPEItATIONS MANUAL
. .
PAGE 30-2 CAT-AVOIDANCE AND GPWS PROCEDURES CHAPTER 30 1 --- 1
-.

. .
; . d) Immediate corrective ad& in response to FPWS alelt in Modes
! 20, 3 , 4 or 7.
i e ) Report-inthe Pilot sector Report all GPWS alerts inLanymode.
'strict,adherence to techniques outlined for Visual Approaches.
h !

...-2
.
.:,.>.
. . I
...I . .
,
tn-house CVR moniloring shall specifcaly
GPWS warnings..
. .report on activation q r absence of any
30-1.3 STRAIGHT IN ILS APPROACHES IN IMC MAY BE ATTEMPTED ONLY FROM :

..., a)kadar
. vectors.
. . . or .
..-. .. b) OM€ arcs when published, or
,..*
.-...
.. ,..
. c ) DM€ descenl'@rofillenot below m e published Minimum Sector Allilude (MSA).
m

-!.-:.
<.:.
...,

- A risk reduction of CFlT is adiievddb by strict adl~crcncelo Sbndard Operating

Procedures. To eliminate any chances of a CFlT event, .Company policies and
- prmdures are given in various-pads of the Operalions Manual. Havever, ~ r t a i n
important aspects are' reiterated below :
30-2.2 RADAR ENVIRONMENT

.
l
I
It is the'responsibili& of the flightirew toensure that they have been positively
identified by the radar controller and unless radar contact is confirmed,changes
in direction and height are not to be executed. If Ihe aircraft is assigned an
!
altitude i.e. Lower than either MEA, MORA or MSA, the crew must confirm from
::>;y4
?:.A
the conlroller that the alliIudc,assigned is above the Minimum Vectoring Al!itudc
... :.-:I MVA. If not satisfied with any assigned altitude or heading the instruc:ions of
:-.-,:I
..... ,!
:. ..
.radar conlrcller can be relt~sedand a set heading and alIitude requested.
.,.-
..3 . 1
.a.
.-.A.m,
:. Coliision al~oidancewith other aircrafl and terrain, remains the responsibility of
the flight crew even under radar c~ntrol.It is good airmanship TO SEE and BE
SEEN.

The rninirnu~naltilude a! wt~ichthe fligt~i[nay be conducted safely along ?he

.
.::,;4
-.
...-,~ d publisI;cd roules are i l ~ eMEA (Minirnt~~r~ Enroute Allitude). MORA (Minin~unr
;!$51 Off route Aliihde) MSA (Minimum Sale. I .Sector. AWu&) is a VFR altitude and
I

I only for emergency use.

1 W l ~ e noperating on an unpublished roulz the pilot must rnainlair~at1 altitude
above the Grid MORA. This must also I;c kept in mirld when divcr(ing from llle
a k a y I predetcrr~~incd rotlie, due weailler, . and especially wllcn flying over
[ l l O l l ~ l l s i n o ~area. alp r ::a2rlisiteto
~ s Pclsilior~awarcnEss and C O ; ~ ~ C (oridnfaI;~~:
.
.:;-,..<
d
., -.:<
, safe fligl~tnllerations. -
---
id.-.<
:.-:.j
. .- --
0 I . 10.200.4
 AIR-XNDU CHARTERS LTMITED -

OPEUTIONS MANUAIL- . - .

I CHAPTER 30 CFIT-AVOIDANCE AND GPWS PROCEDUW PAGE 30-3 1

During approach or when cleared for the approach, lhe-'crewmist maintain the
last assigned altitude unless a different altitude is assigned by ATC ~r until the
aircraft is eslablished on a segment of a published route, or instrument
approach .procedure. Once the aircraft is so. esiablisbed, publisl~edalliludes
apply to each succeeding.rouie on approach segment. .

30-2.4 INSTRUMENT APPROACH TO LAND PROCEDURE

Inshrnent Approach Procedures are designed to descend and align an aircraft
safely for a runway upto a point from which a normal landing can be execuled.
In IMC and marginal VMC i! is essential h a t the crew execute the published
instrumenl approach procedures and are aware aT their posilion during the
approach. In case of a circle to land procedure, it is imperative that the aircraR
is flown at or above the circlinj. MOA.

30-2.5 APPROACHES
All approaches, precision or ion-precision will be stabilized approaches. TI ie
<onlpany policy on monitoring approaches, monitoring -- inslrurnents during
,approach are mandatory requircrnents. Standard callouts lor significar~l
devialion from programmed speed and rate of descent mast be called out by
tllc pilot r~ot
Ilyir~g(PNF).

30-3.1 FACTORS CAUSING CFlT ACCIOENTS ARE :

tack of laleral situatiqnal awareness.
Failure to rewgnise responsibilities.
Deliberately violating procedures.
Misinkrpretalion of approach procedures.
a Failure to adhere to landing ~ninimums.
Lack of iligl~l
deck rna~~agernenl.
a Oeficient or nonexistent, slarldard operating procedures.
Failure lo perform I~ropcrGPWS recovery procedure.
Lack of cross checking, crew coordinalion, or cooperalion
__ _ . . -.
- -I-

With Ihe :r~creasedawareness of above-menhned are35 of improvcrnenl in Itlc

Ilurllan factors, lliglll crew car1 significar!ily contribute lo the reductio~~
of C 1-11'
accidenls. Pilols are .'~dvise~I(0 refc:, Advisory Circular No. 1 01 'I 999 issucd b y
UGCA 0 1 1 Cl-l l wllicll d~scusses i!i deIa11 all the aspecls of CFI1' and its
preverllion.
 ...:.,.,
<<:;>,:.
..:.
OPERATI.O?IS MANUAL
.,>..
..I
- ,
EGE 304 CFIT-AVOIDANCE AND GPWS PROCEDURES
. CBWYT,RJO I ...--
! \

30-3.2 CFlT AND USE OF GPWS .

. . etai its ol'cfl'T/ GPWS lrairiing are provided in Training Manual (Operations)
- Volume 1 chapter 5 Section 5.43 to 5.45. AcUons in case of GPWS
evenUmgne,uveringa& provided in the following dm.menls:-
........,..-
-.;:I
-.I
,
.I.:
 I
..
i AIR-1ntDLA CHARTERS LJMITED'
OPERATIONS MANUAL-
7 - CHAPTER 31 ACAS,KCAS PAGE 31-1

Avoidance of collision wilh ground is the responsibility of the Pitol. The provisior~sill
ICAO documents are explained below :

31-1.3 INTRODUCTION
-
I. Annex I 1 to the Chicago Convention slates that objectives of the Air Traffic
Control Service are lo :

a) prevenl collisions between .aircrafl

. ;

b) prevent collisions on Ihe manoeuvrtng areq belween aircraft and obslruclions;

c) expedite and maintain-anorderly flow 01 air traffic.

fhc s&c or;ncx also providcs thal Air ~ialficClearance shall he related solcly to
Iulfling 1t1eahvc objectives.

The avoidance by an aircrafl ol collisior~will\ ground depends upon (Ile following

faclors 1

a) , Position;
b) tllc lrirc track actually fo!lowcd by ltle aeroplar~eand any subsequenl iritericled
alterations ;
c) Lcvcl; I

d) krlowled3c al llle ground over w l ~ i c hthe lligl~lwill proceed.

The Air Tl'affic Col~lrolScrricc, when aulliorising r~lover~lenls by means o l an Air

Tralfic Clearance, is always dependent upon llle receipt 01 informatiori a h u l onc or
more of the abovc factors frorn [he aircraft con~erii~d'~-~2dilionally,' -some iriterval of
lillic tIIiIy CIJIISC 0~1wecnilie delerriiir~ationof ltie inlornialiori by (he pilol and 11s
recei!)! b y Air T r ~ l l i cControl : even Ihcn il niay nol be correct and llie degree 01
;Iccur.?cy is norrii;lfly r;nly kriowr~l o Ihc pilol. I1 is, i r i coriscullzr;cc, or~i[~llasiscrl li b . 1 1
Hlr: ~ ~ i l a r i ~ ~ .~~o;',csscd
?lior~ Ijy 1111: Air 1'1aflic Curll~cll Service c a ~ ~ r be ~ o relied
t upor) as
bciug ~crfllcicr~tly salislaclary lo (;zrrruL t l ~ es ~ : t i ~ ~!ac c(ake resp6ns;hiilly lor prevei~lltig
aircrafl Ifom coll~s~on wit11 Ihc proand. rile Air Tralfic Coritral S5rvir.e tines ~ r n l
1111:;cii~rc. t ;kc tliis rcsl)or~sibil!tyw l ~ c lricrl~airljvii!l~I t l c pilol of Illc aircrall concertled.
 M R lNDLA CIYARTEIZS LIMITED
OPEMTIONS MANUAL
I PAGE31-2 ACAS KCAS CHAPTER 31 1 ...-+
1
3 1-2.2 CHECKING POSlTION W E N APPRQACIIING
.Pilots are further advised thal when approaching a datination aerodrome they should,
wherever possible, .check theii p s i t i n by at {east two in&pendent means before
desGnding below the enroute safety level under instrument meteorological conditions.

They are furllizr advised to check lheir subsequent flight path; lollowing,.upon any'
position they may have determined, to ensure that they are maintaining heir intended
sate lrack to Ule aerodrome or to the poinl of joining the approach patlerrl.

COIALISION AVOIDANCE W I i OTHER AIRCRAFT' IN CASE TCAS

NOT AVAIIAl3IdE .

Pilots' Role h.GollisionAvoidance

( FAA Adviso~jCircular of 18.3.1983)

PURPOSE
This advisory circular is issued for ihe purpose of alerting all Pilols t~ the polential
hazards of mid-air mllision and near rnid-air collision, and to emphasise Ihose basic
problem areas relaled to (he human causal factors where improvernenls in pilot
educa!ion, operating pradices, proceduies, and improved' scanning techniques are
needed to reduce mid-air mnflicls.

a) Frarn 1978 through Odobgr 1982 a tolal of 152 Mid Air mllisions (MAC) occurred
in the United States resulting in 377 fata.lities. Throughout tlri-i approximate 5 -
year ti!~~eperiod tllc ycarIy stalislics rcrnained fairly constanl. with a rccorded
high ot 38 accidents in 1978 and a low of 25 in bolh 1980 and 1981 . During this
same lime period there were 2,242 reporled near midair collisions (NMAC).
Statistics indica!e lhal the majority o l these midair collisions and near midair
collisions, occurred in good weather and during :he hours of dayligl~l.

b) The f:M has introduced several significant programs designed to reduce Ihe
polen(ia1for midair and near midair coltisicns. The advisory circular is bul on= of
those programs and is directed lowards all pilots operating in rhe Nalional
Airspace System, with emphasis on the need lor recognilian of Itie hi~trlan
factors associaled with midair conflicls

The following areas warranl special altention an:: co:~tinuingactior, on (Ilc part of all
ii~volvedi ! a~rllidair cor~llicl.
pilois tc avoid h a rossibility ol becon~ir~g
 AIR-RVDU CHARTERS LIMITED-
OPEMTIONS MANUAL --
[ C l WlwliLt-
31 A ~ / r C * S . rhcr 31 3
a) 'Scc and AvoId" Concept

i) The flight rules set forlh the'conceplo l 'See and Avoid". This concept requires
that vigilance shalt =be maintained at all times, by each person operating an
aircraft, regardless of wheber the operation is conducted under lnshment Flighl
Rules (IFR) or ~isualRight Rules (VFR).
0) Pilots should also keep in mind their responsibility for coqtinuously maintaining a
vigilant lookout regardless of the type or airuall k i n g ilown. Remember H u t
most MAC accidents arid reported NMAC incidents occurred during VFR weather
conditions and during the hours ol daylighi.
b) Visual Seannlnq

I) Pilots should reniain constantly alert lo all traflic iovernent within their field or
vision, as weI as periodi-lly scalrning the entire v~sua!field oulside of their
aircraR to ensure deieiiori b;f confliding traffic. Remember that the prformance
capabililies b i many aircrafl, in both speed and rates o l climb Idescent, resuli in
high dosure rates limiting iha'iime available for de!ection. decisinn and evasive
action.

2) The probability of spoKing a potential mllision Ihreat incrcascs with the time spcril
looking oulside, but certain techniques may be used to increase thc
eflediveness of !hescan time. The human eyes tend lo focus somewhere, even
in a ~~~~~~~~~~~~sky. In ordcr lo be most effective. (he $lot should shin glanccs
and refocus at intervals, Most pilols do this in the pFocess of scanning the
instrument panel, but il is also imponant to focus clutside to sel up the visual
system lor effective targel aoquisitian.
3) Pil.ots should also realize Ittat their eyes may require several seconds to focus
when switching views between items in [he cockpil and distant objects. Proper
scanning requires [lie constanl sharing al atlention wilt1 other piloting tasks, thus
it is easily degraded by such psychophysiological condilions such as fatigue, .
boredonr, iltncss, nnxicly, or prcoccupalion. .
. ...
I) Effeclivc scanning is accomplished wilh a series of she?, .~~~gularly-spacedeye
movemenb that bring successive areas of the sky inlo the central visual field.
Each movement should no1 exceed 10 degrees, and each'area should bc
observed lor al least 1 second lo enable deteclion. Almough horizontal back-
and-forlh eye rnoven~erltsseem prelerred by most ~ilots, each pilot should
.- _. _con~lod&le
develop a scanning palierrl t!~atis r~losl . --- -I
and then adt~erc!l o i i lo
assure oplin~unrscanning
c : a I cari bc 111os1userul in spolling collision Ihrcals h n l olhr:r
li) l y c ~ ' i ~ ~ l ~visior~
aircraft.. Each tinl~.a zcan is slopped and ine eyes are refocused. llie peripheral
vision lakes on more inlpcrlance because it is Ihrough this elenlcnl I t ~ a l
lliovernenl is delecled. Apparenl n~ovenienlis alnlost always Ill@-firsl percepliorl
of a collision l l ~ r c aarid
l probably tljc n~oslimportant, because il i s Ihe discovery
o l a tlrreal Ihn( t:iygcrs I l ~ ccvenls Icadit~glo pr-opercvasive aclior~. II is esserllial
lo rerncr~~ber,I!owev~r, (ha1 i l anoll~cr aircraft appears- to have no relalivc
- motion, it is likely lo be on a collisior~course will1 you. If the other airuall shows
[lo Ialerd gr verlical motion, but is ii~creasingin size, lake irtuuediale eilasilie
acl~orl
 AIRW D I A . C ~ ~ T E LIMITED
RS
OPERATIONS MANUAL
I PAGE314 ACAS rCCAS - CHAPTER31 I .
.. .--_,
1
.

6) Usual seerch at night depends almost en!ire!y 0-nperipheral vision. In order l o

. perceive. a .very dimlighted object
in a certaln direction, Ihe pilot should'not look
. .
direcuy .at the object, but scan Ihe area 'adjaclnt to it. short stops, of a few
second-s, In each scan will help lo deted the ligh! and its,movemen(.
I

7 Lack of brightness and color contrast In daytime artd conffiding ground lights at
night Increase (he difficulty of detecting other aircraft.
.a.

8) Pilots arb reminded of the requirement to movd'one's head in order lo search

around the physical obstructions, such a s door and window posts. The door-post
can cover - a mnsiderable amount of sky, but a small head movement may
unmrlbr an area which.mIght k ccncealing a fireat. .
c) Cfearinq Procedures
I

(1) Pilots should :

i) ~ g o lq
r laing into a rynway or landing area lor lake-off. scan the approach
orcas for. ppssilric ilandirlg IrqIlic by r~~anoeuvrir~g
llte aircraft to provide a clear
'view of$u$l areas. II is important (hat this is ammplished even though a taxi or
take-off cJearanmhas been received.

ii) During climbs and descents in flight conditions which permil visual detection of
other traffic, exeade gentle banks-left and right at a frequency which permits
continuous visual scanning 91 the airspace aboul them. .:.%

3
. .J
iii) Execute appropriate clearing proocedures bebre ali turns. abnormal manoeuvres.
or acrobaom.
. . '

d) Airspace, Fliql~t
Rulcs, and Operational Errvirorirt~cr.t

1) Pilots should be aware of the type of airspace in which they inlend to operate in
order to'comply wilh the flight rules appjicabfe 40 that airspace. Aeronaulical
inforrnatibn konarning. llle National Airspace Syslcni is disser~linaledLy tllrec
methods . : aeronautikl charts ( primary ); IIle Airman's Inforn1a:ion Manual
(AIM) and the Ndice to Airnien (NOTAM) syslem. .Ths general operating and
. . of aircraft within the United Slates are
flighl ru1e.s. governing the operations
conlained in pad 91 of Ille FAR.
2) Pilots should : ..

ii) Nolc and undersland the aeronadlical legend and char1 syn~bols rclaled lo
airspace informalion depicled on aeronaulical charts.

iii) 0f:velop a working knowledge of Ill,? va,-io~~s

airspace segments, including l l ~
vertical and horizonla! boundaries.
 AIR-INDLA CIURTERS LIMITED -

Devebp a working knowledge of the specik flight rules ( FAR 91 ) governing

operalion of aircraft dthk the, various airspa* segments.

US@ (he AIM. The Basic Flight Information and ATC procedures dascribe l l c
ailspace segments and the hasic pilot responsibilities ,-for operaling in such
airspam.

dontad i t i near=:[ F M ~ l i ~ Senice

h l Station (or any peltinenl NOTAMS
pertaining to their area of operation.

Pilots should also he familiar wih, and, exerase cablion'; In lhose operational
environmenls where they :may expect to find a high'bluinn of trafic or special
types d a aircraft operation. These areas include ~ e r d h a Radar
l Service ,Areas
(TRSA'S),alrporf tramc paw-ems, particularly af'airpohs without a control lower;
airporttramd areas (below 3,000 feel above the surface diltrin rive slatuk milcs ol
an a i w G t h an owrating control lower);terminal control arcas; control zones,
incl~rdingany extensions; Federal airways; vicinity of VOR's; ccslrictcd arcas;
wamiq areas: alert arcas: Military OpcraIing Arcas (M0A);intcnsivz sludcnl jcl
Irairring areas; military low-level I~igli-speedtraining routes; instrument approach
areas; and areas of high density jel arrival I deparlure roulings, especially in Ihe
vicinity of major lerminals and military bases. :-

Use of Communications Eciuipment and Air Traffic ~ d v i s o r y

Scrvices :

One of Ule major factors contributing lo the likelihood of NMAC incidents in

lerrninal areas that have a-n operaling air trafiic conlrol (ATC) system has. been
Ihe rnix of known arriving a r ~ ddepatling aircraft wilh u n k ~ o htraffic. The known
aircrafi arc generally in radio conlad wilh Ihe conlrolIing facilitll ( local, approach,
or deparlure control) and the other aircraft are neither in Iwo-way radio conlacl
nor ideglilied by ATC al4he time of the NMAC. This precludes ATC lrorn issuing
traffic advisory information lo either aircraft.

Although pilots should adhere to Ihe necessary communicalions requirements

,when operating VFR, Ihey are aIso urged to take acivantage ol Ihe air traffic
adlirisory services available !o VFR aircrall.

Pilols should :
-, . _ __ ._..-- . *

Use t!lc AIM,

a) The basic AIM conlains a section dealing with se:vices available lo pilols.
. ir~cludinginformation on VFR advisory senkesr, radar traffic informzlian services
lor VFR pilots, and rccommcnded Iralfic advisory piaclices at non tower airpor:~.

Irl The airpoll I faciiity direclo~yconlains a lisl ol all ~najor'airporbsl~owingtie

services available to pilots and tl lc applicable c?r~in~uriicalion
frequencies,

ii) Develop a working k!lowledge of t f ~ o s elaciljlies pro:!~dirlgtraffic advisory services

'
and Llie area in which Ihey give Ihese serviccs
 AIR INDM C ~ T E R L
S IMITE~
CIPEMTIONS MANUAL '

ACAsrCCAS
, -
, CHAPTER 31 I
iii) Initia!e radio contad with the appropria!e terminal radar or non radar'facilitywhen
operating withln the perimeters of th&.advertised service areas or dthin 15 miles
of the facility when no service area is specified.
, .
when K ' i i ria( practical to inil:ale kdip conlad for traffic information, at least.
monitor the' appropiate ladlily comrnunihlion frequency, particularly when
. . In. or through arrival Idepadure roules and instrurnenl approach areas.
opemlkg
, . .
~ernernbbrthat controller observation of aircraft in the lerminal area is often
. limited by distance, depth perceplion, aircraft wnspicuily, and other normal visual
amity-problems. Umltations of radar ( when available), lraffic volume, mntroiler
workload; unknown traffic, etc., may prevent Ihe contro!ler (rom providing timely
traffic advisory Information. TraKic advisories are secondary to the controllers'
primary &ties (which are separaiing aircraft under their; control and issuing safety
advisoiies &WJI aware af safetyconflicts). Therfore, Ihe pilot is responsible for
seeing, and, avolding other t a f c . Trafic advisories should be requested and
used when available lo assist the pilot to see and avoid other traffic by assisting,
bul,~t:s,ubstilutionh any way; fhe pilot's own visual scanning. It is importanl'to
remerrlkr.\hat advisories which air tramc control may -provide are no1 intended to
lessen: in: any manner the pilolts obligation to properly scan lo see and avoid
tralfic.

Airport Trafflc Patterns , ,

A significant nhber of midair collisions,as wel! as near midair collisions, have

occurred within the traffic pattern environment.

Pilots should :

When operating at l o w e r a ~ t r o lairports,

l~ mainlain two-way radio conlacl will1
llle tower wMe within. the airport traffic area. Make every eltort to see and
properly avoid any aircraft poinled but by tile tower, or any other aircraft which
may be in.thearea and unknown to Ihe tower.
1-

ii) When entering a known lraiJic pattern al a non toher airpod, keep a sharp
lookout for other aircraft in the paltern. Enter the paltem in level fligH and allow
plcr'ily of spacing to avoid overtaking or cutlir~yany air-craRoul of the palterfl.
iii) Wllerl approadling an unlan~iliarairporl, fly ovcr or circle ltle airport al leas1 500
feel above trafic patkrir allitirde (usually at 2000 :?c t or more above the surface)
I0 observe the airporl layout, any local traffic in Ihe area. and Ihe wind and traflic
direclion indicators. Never descend inlo. lb ([altic nattern Iran1 direcily above (he
airport.
Be particularly alert before turriing to the bas€ leg, final approad1 course, and
during the final approach to landing. At non lower airporls. avoid enlering tho
lrallic pattern on [lie base leg 3r frcnl a siraigt\t-in approach lo the latrdinn
lullway.
P
uon?pensate lor b!ind spots due lo aircrafl dcsigrr arid fligt~latlitud-2 L:;. nlovin3 ,

yo1lr hcad or n-anocuvring tl~caircrall.

 AIR-DVVIA CHARTERS LZMITED
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- OPrnTIONS MANUAL
I CHAPTER31 ACASPCAS PACE 31-7 1
1 g. ~ l ' v i n qin Formation I -b
i1
1) Several midair collisions have o c c u k d which involved aircraft on the salrlc
, . mission, with each pilot aware ~f h e ,othets presence. :'.

. 2) Pilots who are required, by the nature of. Iheir operations, to fly in pairs or in
formalion are cautioned to : .. .

I) Remgnise the high statistical probability of !heir invofvement in midair collisions.

) - Make sure h a t adequate prefligl~t.preparalionsare made and the procedures to
be fobwed are understood by a11 pitots inlending to parlidpate in Ole mission.
. ii) Always keep the. other aircraft in s i ~ h tdespite possible distraction and .
preocxxlpation with other rnissian requirements.
iv) Avoid alternpting formalion flight wilhout having obtained instmdion and altained
the skill necessary for conducting sucfi operations.

h. Fliqht Instructors, Pilot Examiners, and Pcrso~lsActinq as Safety Pilots

1) Flight Ins~nrclorswhile traFning pilol applicants should-emphasizetlla irnporlancc

to devote maximum allention lo collision avoidanw whiIe conducting gig111
operations.

2) Flight inslructors should set an example by carefully obsenring ali regulations and
recognized safely practim; since sludenls consciously and unconsciously imitalc
the flying habits of their Instmctors.

3) Flight instructors and persons acling as safe:y pilols should :

i) : Guard against preoccupation during flight instruction, to lhe exclusion of

maintaining a constan( vigilance for other lralfic.

ii) I3e particularly alert during the condl~ztof simdatcd instrument lligllt where Il~crc
is a lendency l o ''look inside".

iii) Place special Iraining emphasis on those basic problem areas of conerr1
mentioned irl this advisory circular where in~provements ill pilo1 educalicn,
__
.- - - are .needed.10
apcrali~lgpracticcs, procedures, a r. ~ d(ecl~~riques .
.reduce midair
conflicts.

Iv) Notify Ihc control tower operatclr. at airports where a toher is manncd, regarding
studen! first solo flights.

v) Explain the availabilily of and zncouraie tlre use of expanded radar setvices lor
depa~lingaircraft a l terrnina1 airports where Ihis szrvice is availallle,
arriving a [ ~ d
as well as, Ihe use of radar traffic advisory setvices for tra:lsiting lermirral areas or -
[lying belween en -route points.

vij ' Understand and explain the lirnilalions of radar h a t ma;{ frtquenlly liniil 0:
prevenl (he issuance ol radar advisorizs ti;] arr Iraff~cconr:ol!ers ( R e f ~ lo
r AIM)
 OPERATIONS MANUAL
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7 -1

A) Pilot examiners should :

. During any flight test, direct attention to the 'applicant's vigilance ot olher air traffic
I
and an adequate clearance of the area before pdorrning any flight manoeuvre.

ii) Oired attention to the applicant's knowledge cl lhe airspace, available FAA air
- 1raHic services and facilities, essential rules, good operating practices,
,

pracedlires, and techniques that are necessary to achieve hlgh slandards of air
salely; . '

314.1 AIRBORNE COLLISION AVOIDANCE SYSTEM (ACAS) OR -

Airborne Collision Avoidane System (ACAS) also known as Traffis Aled and Collision
Avoidance Systern(TCAS) is an independ~nlairborne system designed as a back up to .
the ATC System on 'See and Avoidgconcept.

ACAS lilted on aircraft in our fIeel consists aircraR mounted anlennas, a conlputer,
Mbde S Transponder and displaylcontrol unit in cockpit and is designaled as,TCAS It.

AGAS continuously surveys the airspace around the aircraft through lransponder
signals, Replies received are displayed in the cockpil.

ACAS II generates two typei of Advisories, signals Traffic AdvisoryVA) and Resolution
Aduisory(RAJ:to and provides rear time advisory and position information.
These advisories are genera!ed against iritrcder aircraft fined wilh Mode C and S
Iransponders.

TRAFFIC ADVISORY
TA is generally displayed 20.48 secorids before intrudsr aircraft is predicted lo cntcr
the aircraft'sprotected volume. TA is announced aurally. The traffic displayed include
range, bearing and altitude of the intrqdcr aircraft. Crew shouid usc this inforination b
visually locate Ihe inbuder. .

RESOLUTION AUIILSORY
RA is displayed 15-35 seconds before the..intrtlder-aircraw is predicted-to enfcr lhe
aircraft's collisirjn area. RA is announced aurally. The RA would be irl (he fort11 of a
correclive Advisory or Preventive Advisory.

Crcw are authorised to devialu Ir.orll tl~ectlrrcnt A1C clearance lo [lie exlcnl necessary
to cornply v:ilh HA. Once ACAS enunciale 'clear of conAicl" aircralt should reiurrl lo
t l or'iginal
~ fliglil level.
i

'. :_
,
- .-.
.\...
-. -
..--,$
.
-0 1.10.200~
.L.
.I

.c-.,..-,...J
- ...,
I.

-
>..A,,

. ,..
-....
.-
2.
-2
 OPERATIONS MANUAL,' '

I l C A S PACE 31-9 I
,.-:.:.-q,

Concerned ATC should k inloimed'ofh e manoeuvre, as soon as possible.

However. il is mandalory for Pilal-inGommand to raise incident repad as per following

proforma :- - . . -
PILOT/OBSERVERRA MPORT
Aircraft Operator Pilot . Observer

Name. . Telephone
SSR

Aircraft ID ~ircrait"~~~e
:

~ e r o d r k eof Departure kstination

--
Date and time of even't UTC
Own aircraft afWde

Own airual! pasilion FIR VOR--.-.- Radial DM€_- -.

WT- LONG
-..---------------
---------------I--..-I.--------
I-..- I- *A+----*.**.*-* -----.--..-------------
Phase of fliqkt

Take-oft Climb Cruise 0esc;enl . .. . Hold

.
Final. . - Missed approach-
Clearance IHFL

----------------- .------* --------.-_ --

*- - - - . - - - - - - - - - - - - - - - - - - - - r - p - . - -
, _I
---------------
r .

TA Information

TA issued? YES NO

V~sualcontact prior to (?A? YES NO

ATS advisory?' YES NO-
 A T .INDIA CHARTERS IJMflED
OPERATIONS MANUAL-
I
3 51-10€ACAS nCAS CHAPTER 31 I-
. Intruder bearing olc!ock
. - - .
lntruder
. . range NM'~
. -.. I . , .
Relative dtituds ft
. .
.. . . . Type of RA . ' (cJimb;trossing, climb, VSL 500, etc)
Did you follow the RA? YES
NO
If applicable, did ATS instruction conflict wit11 the RA? YES NQ

Was RA necessary7 YES NO-

Flight conditions: IMC . wc Day - Night

.' '

Visibitily NM
Air Traffic scnicc providcd : En-route control
Aerodron~elapproachconlrol Flight intomhation
3.---------- -.--- * -----d------------------- ------ ---*+ ------ ------
Remarks ..
NOTE :
The report should be f0rwarded.h the Director of Air Sabty. Ollice of the Oireclor
General of Civil Avialion, Opp. Safdajung Airporl, New Deihi - 110 003 (Phone 462
0272, Fax No. 463 3140)
Wilh a copy to the Direclor of ~ i r ' ~ o u t and
e s Aerodrome [Operations), Airport Authority
of India, h j i v Gandlri Bhavan, SaMarjung Airport, Ncw Oolhi-- 110 003 (Phons 463
1684, Fax 462 9567)

f3737-QR.1-noilnormal maneuvers - Trailic avoidance.

3 1-6.1 AIRBORNE COLLISION AVOIOANCE SYSTEM

-. - -TRAINING ACAS ,

nelails of ACASnCAS training are provided in Training Manual (Operalions) Volu~tluI

 AHZ-INDLtL CHARTERS U M ~ E D
OPERATIONS MANUAL -
I CHAPTER32 lNSTRUCTlONS TO PIC ON I:!TERCEPTLON OF AIC ' PAGE 32-1 1
32-1.1 INTERCEPTION OF CIVIL AIRCRAFT (REFER JEPPESEN, INTRO~UCTION
EMERGENCY TAB, CHP 71 -
3 ~ 1 . 2 AN AIRCRAFT WHICH IS INTERCEPTED BY. ANOTHER AIRCRAFT SHALL
IMMEDIATELY:, ' :. .J

. Follow the fnsiruc(ions given by the intercepting aiicraft, interpreting and

responding to visual signals in accordance with the-phrasesgiven below. .
Nolify, if possible, the appropriate air t r a i k servioes unit.
Attempt lo establish radio communication with the intercepting aircraft or with the
appropriate intercept controt unit by making a general call on the emergency
frequency 121.5 MHz giving the identity of the intercepted aircraft and the nature
of the flight, and if no contact has been established and if practicable, repeating
11 [is call on the H.F. primary freiuency.
If equipped with SSR transponder, Select Code Mode A 7700,unless otherwise
instructed by the appropriate air traffic services unit.
If radio conlact with :lie intercepting aircraft is cslabtislrsd but conln~unicaJion,in
a
common language is no1 possible, attempt shall be made to convey essential
inforrnation and acknowledgment of inslructions by using the following phrases
and pronunciations :
Phrase Pronunciation Meaning
Wilco ~ i i l - K O Understood will comply.
CAN NOT KANN NOTT Unable to comp!y. '

REPEAT REE-PEET Repeatyourinstructions. ,

AM LOST AM LOSST Positio~unknown.
MAY DAY MAY D A Y 1 am in distress.
I4 IJACK HI-JACK ! have been hijacked.
LAND name W N D I request to land at place nariie.
DESCEND DEE SEND I require descenl.

Note:-i) In the second column, syllables to be emphasized are underlined.

ii) Circun~slancesrnay not always permi!. nor make desirable Ihe use of the pl~rasc
'hijack".
iii) - The following phrases sre expected (o be used by the intercepting aircraft in the
manner described above. _ _. _ .- ,. -
Phrase Pronunciation Meaning
FOLLOW FOL-LO Follow me
DESCEND DEE-send . ,Descend {OF l a n d i ~ g
YOU LAND YOU L M N D Land al Illis aerodrome
PROCEED PRO-sczd ' You 11;ay proceed
I I ally ir~s~ruclior~s
reccivcd by I adio [rorli-any sources co~ifliclwill1 \\lose given Ily
the interceplifig aircrafl by visuall~adiosiy nals, intercepled aircraft shall requcsl
- irl!n~ediate clarificalion w11iIe conlinuing lo comply with the visuallradio
irlstruclions given l)y Ihe inlercepling aircrafl. . ,..
 ..-
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OPERATIONS MANUAL
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, I PAGE32-2 - INSTRUCTIONS TO PIC ON (NTERCEP~ONOF AIC CHAPTER 32 1 ..=-.\

1 I
I .
The possibility of interception and recourse to visual signals would not normally arise
if there- is strict complknce with requirements .of.Air D e f e n , ~Ckarance, avoiding
4

restricted, prohibited, danger areas and when no deviation is made from flight plan
route and a listening watch is belnggrnalntainedon approprbte ATS ftequency.
..3j
-5:l
....>..I.
%
Pilots are warned, however, [hat should the o&sion arise they must comply wilh the
<
:.:
vi,sual signalslradio Ins~ruclionsgiven by thelntercgpting aircraR.

G
321.3 RESPONSES BY INTERCEPTED AIRCRAFT

Sorles 4
.,. ..
.. .
.I.
Intercepting Aircraft signals,
........,.,.
...... Rocking wings from a position in front and, normally; to !he left of intercepied aircraft
1
:.
...,
-:.-.,
-.
.... and, af!er acknowledgment. a slow level turn. normally to thg left, on to the desired
.-..
. ,
. .

'.?.-. heading. -. . .
.....
-.
-..,.,.
......
.... Meaning : You have been intercepted Follow -
intercepted Aircraft responds.
Aircrafl Rocking wings and 'following.
I Mcaning Understood will cornply
-.. Note :- i ) Meteorological conditibns or terrain may require the intercepting aircraft to take up
a position in front and to the right of the inlercepted aircraft and to make the
. , -..
subsequent turg to the right.
- -,
(ii) I f the intercepted aircraft is not able to keep pace with the intercepting aircraft, the, - 1.
latter is expected to fly a series of racetrack patlerns and to r o e its wings e a ~
time it passes the intercepted aircraft. ' .
Series 2
lnterccptirrg Aircraft Signals.
(Day or Night) - an abrupt break away maneuver from the intercepted aircraft
consisting of a climbing turn of 90 deg or more without crossing the line of flight of
the intercepted aircraft.
Meanii~g : You may proceed.
Inlerce'pled Aircraft responds.
Aircra H : (Day or Nigh!) - rocking wings.
Meariing : Understood will comply.
--Series2
aer.or!rorne, lowering landing gear and over flying runway in directi~n
(Day) - cil.cl~r~g
of landinp. (Night) -same and; in addilion, showing sleady-laadug lights. - .
Meaning : Land a1 I l ~ e aerpdrame. Intercepted ~ i r c i a f l r e s ~ o n d s .
Aircraft :(DAY) -Lowerihg landing gear following the intercepting aircraft and, if after
~verflying runway landirig is considered sale, proceeding lo land.
(NIGHT) - in addition, showing sleady landing lights (if carried).
Mzaning : Understood will comply.
 AIR-INDIA CHARTERS IYMlTED
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,- .-..., I CHAPTER 32 lNSTRUCTlONSTO PIC ON INERCEPTION OF AIC PAGE 32-3 1
321.4 SIGNALS INITIATED BY INTERCEPTED A I R C ~ ~ FAND
T RESPONSES BY
INTERCEPTING AIRCRAFT. . ,

series 1
' Intercepted Aircraft Slgnals. .
a) DAY - ~bislriglanding gear while passlng over,landing runway at a height
exceeding 300mts.(1000 PC.) but not exceeding GOOrnts. (2000ft.)above the
aerodrome level and continuing to circle the aerqdrome.
b) NIGHT - flashing landing lights while passing over landing runway at a height
exceeding 300mts. (1000 ft.) but not exceeding 600mts. (2000 ft.) above the
aerodrome fevel, and continuing to clrde the aerodrome. If unable to flash landing
- lights, flash any ofher lights available.
Meailing : Aerodrome you tyve designated is - inidequate. Intercepted Aircraft
responds.
a) Day or Night- If it is desired- !hat the inlercepfed 'aircraft follow the intercepting
aircraft to an allernate aerodrome the intercepting aircraft raises its landing gear
and uses the Series I signals prescribed for interepting aircraft.
b) It il is decided lo release the intercepted aircraft, the intercepting aircraft uses the
Series 2 signals prescribed for intercepting aircraft.
Meaning :Understood Follow me. Understood You ma-jproceed.

Series 2
Intercepted Aircraft Signals.
DAY or.NIGHT - Regular switching on and off all available lights but in such a manner
as to be distincl from flashing lights.
Meaning : Cannot comply.
Intercepted Aircraft resporids: Day or Night - Uses Series 2 signa!~. .
Meaning : Understood.

Series 3
lntercepled Aircraft Signals.
DAY or NIGHT - Irregular flashing of all available lights.
MEANING : In distress.
Intercepted Aircraft responds.
Day or Night -Use Series 2 signals prescribed'lor'iflt'Er'ce'pting aircrafl.
Meaning : U nderslood.
 AIR-BVDU CHARTERS LIMYTED
OPERATIONS MANUAL
[ CHAPTER 33 AIC INTENDEO TQ BE OPERATED ABOVE 49000' PAGE 33-1 ]
AEROPLANES lNTENOEb TO BE OPERATED ABOVE

33-1.1 Air India charters Ltd. Aircraft do -not operate above 15000M149,000'.

---- ------- . . ------- . -

- .. --
ill . I 4.1, 2:>r1.\
 I

i AlR-INOM CHARTERS LIMITED

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_. ACCIDENT PREVENTION & FLIGHT,SAFE.TYPROGRAMME PAGE 34 -1

i 34-1 ACCIDENT PREVENTION

1! Accident prevention'requires that a n awareness of flight safety be fostered. among all
I
the personnel of airline particu!arly among the flight crew. The following paragraphs
1 enunciate accepted principles in accident prevention, and describe proven
methodologies which include strictly adhering lo the prescribed rules of the air. More
'

<;y
.L.. I . detalls are available I n Air Safety Manual. 5
-
.-.
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,

. ,
.-A 0

34-1.1 RULES OF THE AIR

34-1.1.1 COMPLIANCE OF AIRCRAFT RULE 1937

fhe Rules of the Air specified under Rule' 16 of the Aircraft Rules 1937 and CAR
Section 4, Series 'E', Pt I dated 15 July 2004 require cimpliance.

34-1.1.2 AESPONSIBILIW OF PILOT-INCOMMAND

The Pilot-in-Command of an ajrcraft shall, whether manipulating the controls or not, be

responsible for the operalidi'of the aircraft in accordance with the Rules of the Air,
except that he may depart from these rules in circumstances that render such
departure absolutely necessary in the interests of safely.
34-1 .I;3 PRE-FLIGHT ACTION

Before beginnlng a ffighl, the Pilot-in-Command of an aircraft shall lamiliarise himsell

with all available infofrnation appropriate to the intended operation. Preflight action lor
flights away from th0 vicinlty of an aerodrome and for all IFR flights shall include a
careful study dl available current weather reports and'forecasts, taking in consideration
fuel requirements and an allernalive course of action if the flight cannot be compleled
as planned.

34-1.1.4 NEGLIGENT OR RECKLESS OPERATION OF AIRCRAFT

An aircraft shall not be operated in negligenl or reckless manner so as lo endanger life

or property of others.

34-1.1.5 MINIMUM SAFE HEIGHTS

Excepi when necessary for taking-off or landing or except by permission from the
appropriate Air Traffic Control Unit, aircrall shall not be flown -

a) Over the congested areas of cities. - towrrs;"Br settIements or over an open-air

assembly of persons unless at such a height as will permit in the even1 of
an emergency arising, a landing lo be made wilhout undue hazard lo
persons or propefly on the surface; this height shall nnt be less lhan 300 metres -
(1,000 feel) above the highesi obstacle within a radius of 600 metres (2,000 feet)
lronr the aircraft;

b) l Ihan 150 metres

Elsewhere than as specified in clause jaj above, al 2 I ~ e i g hless
(500feet) above the ground or water.
 . - -

~PAGE1 4 3 ACCIDENT PREVENTION & FUGHT SAFEIY PROGRAMME C~APTER-34 I :"">\

33-1.1.6 PROHIRITE0 AREAS AND RESTRICTED AREAS
.. . ', ,)

AJrcrafi shall not be flown In a. pmhlbted area, Or in a sestricted area, the particulars of
whlcti have been duly publfshed, except in accordance with the conditions of the
restrlctlohs or by permlsklon of the State over whose territory the areas are established.
' 1

34-1.1,7 ' AVOIDANCE OF COLUSIONS

It is important that vigilanbe for the purpose of deteeling potential collisions be not
relaxed on board an airc.raft in ffight and whlle operating on m e manoeuvring area of an
aerodrome.

An aircraft shall not be operated in such proximity to ather aircraft as to create a

collision hazard. I:

9 RIGHT-OF-WAY

The aircraft (hat has h e right-of-way shall maintain its heading and speed bul nothing
in these rules shall relieve the Pilot-in-Command of an aircraft from the responsibility of
taking such acHon as wjll.best abed collision. An aircraft that is obliged by the following
rules to keep out of k g ,way of another shall avoid passing over or under the olher, or
crossing ahead of It, unlass It. passes well dear and takes into amunt the eHect of
aircraft-make turbulene.
34-1 .I.I0 APPROACHING HEAD-ON

When two aircraft are approaching head-on or approximately so and there is danger of
collision. each shall alter its heading to Re right.

- . I . LANDING

1) An aircraft in flight, or operating on the ground or water, shall give way to aircraft
landing or in the nnal stages of approach to land.

ii) When two or more heavier-than-air aircrall are approaching an aerodrome for the
Purpose of landing, aircraft at the higher altitude, shall give way to aircrafl at Ihe
lower altitude bul the latter shall not take advantage of this rule to cu!-in i?!ront of
another which is in the final stages of at,-appro3ch 'tz%nz
or to overtake that
aircraft. Neverlheless, power driven heavier-!han-air aircraft shall give way lo
gliders.

Iii) Emerqency Landinq ,.

An aircraft that is aware that anolher. is compelled to land shall give way to \hat
aircraft.
 AIR-INDIA CHARTERS L I W E D
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ICHAPTER -34 ACCIDENT PREVENTION 8 FLIGHT SAFETY PROGRAMME PAGE 34-3 1
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,
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I
*
j 34-1.1.1 2 OPERATION IN VICINITY OF AN AERODROME
I

i a)
An aircrafl operated on or in the vicinity of an aerodrome shall, whether or not
within an aerodrome traffic zone -
observe dher aerodrome tra'mc for'the purpose of avoiding collision;

b) conform wiih or avoid the pattern of traffic formed by other aircraft in operalion:

C) make all turns to the let? when approaching for a landing and after taking off,
unless otherwise instructd;

d) land and lakeoff Into the wind unless safety, the rdnway configuration or air traffic
consideitions determine that a different direction is preferable.

34-1.2.1 FLIGHT PLANS

A ilighl plan required by the Instrument Flight Rules or when submitted for facilitating
search and rescue or for any other reason shall be in the prescribed form. No deviation
shali be made from a flight plan without informing the appropriate air Iraftc services
unit'as soon as practicable.

34-1J.2 REPORT OF ARRIVAL

A report of amval shall be made lo the appropriate air fraflic services unit at the earliest
practicable moment after the amval of any flight for which a flight plan has been
provided.

34-1.3 RULES APPLICABLE TO ALL IFR FLIGHTS WITHIN CONTROL E D Af RSPACE

34-1.3.1 IFR AIR TRAFFIC CONTROL CLEARANCE AND ADHERENCE TO IT

An air traffic control clearance shall be obtained prior to operating an IFR flight or a
portion of the flight as an IFA flight in controlled airspace. Such clearance shal; be
requested through the submission of a flight plan to an air traffic conltol unit. No
deviations shall be made from the reqqirgumts,sf- an air tramc conlrol clearance
unlcss an emergency situation arises necessilalir~gimmediate action, in wtricll case, as
soon as possible afler such emergency is exercised, the appropriate Air Traffic C o n l d
. Unit shall be notified of the deviations and, if necessary, obtain an amend& clearance.

34-1.3.2 POSITION REPORTS

The time and level of passing each' designa!ed reporting poi~li.or the reporling points
specified by the appropriate air traffic cqntrol unit, together with any othsr required
information, shall be reported by radio as soon as possible to the appropriate Air Traffic
C0n;rol Unit. In the absence of designated reporting points, position reports shall be
 . . . . . .

IPAGE344
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ACCIDENT PREMM~ON
b ~ G H ST A F PROGRAMME
~ A CHAPTER- 34 1,
J. f
General.
1

,344.3.5 TERMINA710~OF C~NTROL

When an IFR flight oSating under the alr Lrafic control services has landed, or leaves
a controlled airspace-ahd Is no- bnger subjed to air traffic control senice, the
.appropriateAir -TraHicControl Unit shall be notified as soon as possible.
. '.

When an aircraft decides to change from compliance with Instrument Flight Rules to
compliance with Visual Flight Rules whlle wlthlncontrolled airspdce, the appropriate air
traffic; conlrol unit shall be notified.

W l l e ~ ran aircraft operating under the ~na~iurnenl

Flight Rules is flown in or encounters
visual meteorological wnditions, the flight plan shall not be cancelled unless it is
anticipated, and intended, that the flight will be continued for a reasonable period of
IfmeIn uninterrupted visual meteorological conditions.
COMMUNICATIONS

CONTINUOUS LISTENING WATCH

An aircraft shall not be flown on an IFR flight within controlled airspace unless a
continuous listening watch is maintained on the appropriate radio frequency of, and
two-way communication can be established as necessary with the appropriate Air
Traffic Control Unit.
COMMUNICATION FAILURE

If a radio failure precludes compliance with 13-1 -4.1 the aircraft shall :

1) if in the visual rnete&ological conditions :

i) continue lo fly in vlsual mgletuologfcal conditions; and

ii) land at the most su-itable aefdrome.

_ , _ __ ._..- --
e '
0 .

2) , if in instrument ~leorologicalwnditions or when weather wnditions are such

that is does not appear. feasible to complele the flight In accordance with (1)
above :

i) proceed according to the current flight plan, maintaining the last

acknowledged,assignedcruising level (or levels) for the portion of the route
,for which the.air&aft has received clearance and thereafter at the cnrising
Ievel (or levels) indicated in the current flight plan; and
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OPERATIONS MANUAL
N:: 1CHAPTER-34 ACCIDEH~ PREVENTION a FLIGHT S A F PRQGRAMME
~ PAGE 34-5

- 11 .
.... ,. .\

.. . ii) arrange the flight so as lo airive as closely as possible to its estimated time of
arrival; and 0
-:
, -iii) commence descent as nearly as possible to, the expected approach time last
received and acknowledged; or, if no. expected approach time has been
! , . ' received and acknowledged, as nearly as possible to the estimated time of
s -.-...,I arrival specified in the flight plan. .
.>.-.<.!]J:
... ,
-,.. 341.5 , LANDING PEWISSIONS

34.1.5.1 BllATERAL AGREEMENTS

Bilateral agreements between India and other couhtries goyern the scheduled landing
of our fllghts at various airports. Far charter flights, special permission is obtained from
the authorities concerned.

NOn-scheduled landings are.generally governed by the International Air Services

Transit Agreement which provides that countries signatory to this agreement under the

Convention on International C i l Aviation Organization are permitted to make a

technical landing for refuelling purposes, etc. without prior permission. Similarly some
airports are made available by the counlries concerned as alternates at ICAO
conferences which can be used as such without prior permission. However as soon as
a decision is made to make a technical landing or diversion to an airport, the
Commander should inform the airport authorities at the earliest opportunity.

34-1.6 OVERFLYING PERMISSION

34-1.6.1 ICAO CONVENTION

Aircrafl of countries signatory to the Internalional Air Services Transit Agreement (ol
lCAO Convention) are mutually permitted to overlly their respective couniries in so far
as scheduled flights are concerned by prior notification. Specific permission is not
necessary in the normal course.

34-1.i6.2 CHART€ R FLIGHTS

For non-scheduled or charter flighls, specific' $k?mEsion should' be sought from Ihe
countries concerned. Generally, notice of 72 hours should be given logether wilh
details on dateltimk of entry auldexit, nature of flight, call sign, type of aircraft. etc.

GOOD OPERATING PRACTICES

C o ~ i l o r ~ i ~with
i l y Ille followirlg g ~ o doperating praclices will oreally help achieving safe
operation :
IPAGE 344 ACCIDENT PRECrENTlON & FLIGHT S A F m PROGRAMME CHAPTER-34 1
34.1.7.1 IFR FLIGHTS
*
: Pian and canduct an' IFR 'flight at all times. Change from IFR to VFR flight can only be
effected-gtthe : specific request of h e Pllot-in-command, ,Clearances to a wntrolled
flight to fly maintaining.ownseparation In VMC can be given only at the request of Ihe
pilot-in-command during daylight and durlng dimb or descent and for a specific portion
of the flight, There is therefore no wmpulslon to accept such a clearance ifsuggested
by ATC. Before awpting such a clearance the ability to comply with Visual Flight
Rules vith reference to.horizontal and vertieal distance from clouds must be carefully
considered, and ATC should be Informed at any time when compliance is not
possible.

34-3.7.2 ' ATC CLEARANCE

-.
Air T r a k Control clearances are based on known traffic conditions only. They do not
constitute authority to violate any regulations established by the appropriate aulhority
for promotlng:safety of flight operation. If' an air traffic control clearance is not suitable,
the pilot-in-command may request and, if.$radicable, obtain an amended clearance.
It is good to make a written record of ATC dearances. The objectives of air traffic
control service do not normally include prevention of collision wilh terrain. It is solely

the responsibility of the pilot-lnsomrnand to ensuJe adequate terrain dearance at all

tlmes, irrespective of ATC clearana received. ..
I
34-f.7.3 COLLISION HAZARDS I
..

Though air traffic conkot service is aesigned to prevent collision between aircraft in the
air or in the manoeuvring area of an aerodrome, there is scope for human error.
Maintain a continuous scan for obstructions and for other traffic with as many eyes as
. possible, Maintain a listening watch with as many ears as possible.

34-1.7.4 POSITION REPORTS

Position reports should be made when over or as soon a s possible after passing each
designated compulsory I-eporting points, unless othenvise required by countries
overflown. Air .Traffic Control System is predicted on the receipt of position reports
from aircraft and therefore, use all available meam gf c~vffunicationto. transmit
position reports. Non-receipt will lead to initialjon of emergency procedures by ATC.

34-1 .f .5 ALTlM ETER SETTING

The in~portance of complying with altimeter selling procedures cannot he over-

emphasised. !I you do not reset your altimeter when flying from an area of high
pressure or high temperature inlo an area of low pressure or low temperature, YOU^
aircraft will be closer to the surlace than the allimeler indicates.
 AIR-INDM CHARTERS LIMITED
OPERATIONS MANUAL '

[CHAPTER -34 ACCIDENT PREVENTION L FLIGHT SAFETY PROGRAMME PAGE 34-7

'* '-,

Added precaution ,and preplanning are necessary 'when conducting a flight with any
equEpment Inoperative, ' C M everything when you fly normally. and 'Cross check'
, , when flying with an inoperative item. Do not hesitate to ask for assistance from an air
traffic controfse~ce,when necessary.

88 alert at all)imes, especially when the weather is good. Most pilols pay allenlioi~
when they are operating in IFR weather conditions. but strangely, air collisions and
accidents have occurred under ideal weather conditions.. Uplimiled visibility appears to
encourage a sense of security which Is not at all justified. Eternal vigilance is the price
of safety.
._.
34-1.7.8 APPROACH-TO~AND
' .
In view of many incidents i accidents during landing, it is recommended that if the
approach Is not stabilized in all respects. both vertically and laterally, approach speed, .
visual cues, etc., it is advisable to execute a missed approach rather than attempling
a risky landing which might jeopardize the safety of aircraft.

34-1.7.9 NEED FOR CONSTANT VIGILANCE

Constant vigilance or: part of crew members is a must at all times.

One major factor which is significant contribuling cause of incidents I accidents is

COMPLACENCY.

The harmony behveen man and machine had been lacerated by a most insidious
factor, which wmes in a variety of disguises. Sometimes it poses as overconfidence;
at other limes boredom, and at still others, it is indistinguishable from inattention. I t is
a state o l mind characterised by contentmenl, In this respect it is unlike other rnenlal
stresses; as a matter of fact, you might consider it a kind of 'anti-stress'.

The origin of complacency is lound in conhdenee, an indispensable trait for thc

successful pilo!: All pilols have confidencelevels which are determined by their past
experience, training, and types of personalities. For some their confidence level is
proportional to (he number of operating enginesflr$dundancy in avionics.

'
As a pilot's learning cum* in a new machine begins to .flatten out, decisions 5ecome
easier and flying becomes more routine.

The earliest ~ f f e c l sof complacency are sub:le erosions of the desire lo remain
proficient. The pre-flighl check becomes less carnplete and more aul~rnalic.The pilo!
is less altenlivc lo Itle care of ! i s oxygen mask and sur,vival equipnienl. Hems dealing
with his personal safely are i l ~ o s emost frequenlly neglecled by the complacent pilot.
In addiiion, ' because of his success in mastering his environment, he becomes
 A I R - m u . CHARTERS L M E D
OPERATIONS MANUAL
. - - - .

PAGE 34-8 ACCIDENT PREVENTION &,FLIGHTS A F m PROGRAMME CHAPTER- 34

,>.. - -.,.
increasingly likely to ,play a flight by ear rather than plan ahead for possible
;
contingencies. It would appear that complacen~yIs a stale not too far removed from
spring fever. There may even be physical symptoms such as. a gradual increase in
'weight and a general decline In physical conditions caused by lack of attectiveness to
. .

physlcal pragr'ammes.
. .
Like a pilot who suffers from hypojda, !he complacent pllit Is unnwnm af the
gradual delerioration - in. his performance. He loses the abllity lor critical self-
appraisal. His adrenal glands seem to have become drowsy. B~l0d0mand inattention ,

are the chief cock@ manifestations of complacency. 'Flat, dumb and happy', sums
up Re condition better than any mouthful of erudite psychological terms. To
make matters ,worse, cpmplacency is reinforced by an airllnds good safety
record and the adtndedged mechantcal rellabllity of ,a particular aircrafi.
Not Infrequently an airline goes for long perlod without a major accident only
10 have a rash of accidents which can offen be traced back to a complacent
attitude, Instead of profiting from )he incidents and accidents of others,. the
complacent pilot says, 'This can't happen to me'. These cherished thoughts about
one's immortality may bolster the ego, but-they can't expose ifie flesh to a variety of
adversttles. Although complacency tnay be the cause of a major event like a mid-alr
wlllslon or an eplsode of fuel emaustion, for the most part it Induces minor accidents
atid incidents. Taxi accidents and other minor ground incidents are frequently the
result of a camplacent pllotwsadions.
Complacency is easier to prevent than cure. The pilot may help prevent wmp!acency
- by developing a very high standard of perfection, not only for his flying pedormance
but for his physical and mental condition as well. Because. of the disarming of - -\*

- "
'
-
mmpfacency and because it is associated wilh experience and confidence both .. .
. ,.

qualities of high-time pilots - it is a frequently ovsrlooksd factor., Increased vigilance

and determination on the part of pilots and supervisory personnel are required to
prevent its effects.

34-1-8 HYDROPLANING

34-1.1.4 GENERAL

It is recognised .that a film. or water on. runways can seriously affect aircraft ground
~ntrnlIabiIityand braking efficiency. As the sped of the aircraft and the depth of the
water increase, the water layer builds up an increasing resistance lo displacement,
resulting in the formation of'a wedge of water beneath the iir~me+erticalcomponent
of this resistance progressively lifls the :tire decreasing the area In cantact with the
runway until, with cerlain aircraft configurations and depths, the tire is completely out of
contact with the runway surface and starts hydroplaning on a film of water. In this
condition, the tires no longer contribute to directional cantrol and braking action is nil.
 i
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AIR-INDIA CHARTERS bTMITED
p
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OPERATIONS.MANUAL
,
,.<..
CHAPTER -34 ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME PAGE 34-9 I

! 34-1-8.2 TYPES OF HYDROPLANING

1
1' .
There are three types of hydroplaning :
1

I) -The first is dynamic hydroplaning which occurs when there is standing water on
the runway surface.'Water about one-tenlh of an inch deep acts to lift the tire off
the runway as explained above. - ,
ii) The second type is viscous hydroplaning. <&: to the viscous properties of water.
In this type, a thin film of nuid not more than one-thousandth of an Inch in depth
ennot be penetrated by the tire and the tire rolls on top of the film. This can
occur at a much lower speed than dynamic hydropl~ingbut requires a smooth or
smooth ading sutface.

iii) The third type,- knowcas reverted rubber hydroplaning, requires a prolonged
locked wheel skid, reverted rubber, and a wet runway surface. The reverted
rubber aits as a seal between the tire and theminwayand delays water exit from
the tire footprint area. The water heats and. Is converted to steam and the steam
supports the tire off the pavement.

34-1.8.3 CLOSE ADHERENCE TO OPERATIONAL PROCEDURES

When landing on a wid runway, close adherence to established operational procedures

is essential relative to touchdown point, speed control, and the use of speed brakes,
wheel brakes, reverse thrust and turn-off point, when a high speed turn-off is
anticipated.

34-1.8.4 EFFECT OF CROSSWIND .

crosswinds'act over the entire side area of aircraft and p;oduce side farces which tend
to push aircraft OH the down wind side of runways. These forces arc proporlional to the
square of the crosswind velociiy; thus, a 10 knot crosswind would quadruple the side
force developed by a 5 knot crosswind on an aircraft. Generally, the center of pressure
of this crosswind acts aft of the center of rotalion (main landing gear) so thal a yawing
nWnent which tends lo make the aircrett weathercock or wealhervane into (he wind; is
usually produced.

34-1.10.5 COMBINED EFFECTS

One of the worsl conlrsl situations occurs when there is a crosswind in conjuction w i l t ~
wet runways. and Ihe conditions thal are encountered prdduce tolal lire hydroplaning
FAA-NASA tesls with a Isur-engine jet transport demonstrated a loss in dircclional
conlrol and an approximate doubling or tripling of the dry runway slopping dislance
(without use of reverse thrusl) when hydroplaning' occurred.
In tne approach, the pilot can be [lying solely by instruments and his attention is
concentrated entirely within his, cockpit. Suddenly he breaks oul an "minimrrm" and
must make inslantzneous transition to visual flight; and he must inimediately tl-lereafler
.--.-.
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AIR-INDIAnC . T E R S ' L I M I l E D -
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-.
OPERATIONS MANUAL - -.
AGE 34-10 ACCIDENT PREVENtlON& FLIGHT SAFEW PROGRAMME CHAPTER- 34 ,.

touch down on a nmway,of unknown slipperiness. This is one of the worst situations.
possible, but it can frsquently be encountered with water-covered runways when
' .
visibility is poor.

Consider the landing shown,.if Fig. 1, where the aircraft touches down on runway
headlng and wnterllns: Thls touchdown Is akornpllshed In a crosswind by either e
Wred down! or 'crabu correction. Since the touchdovljn speed is greater thao the total
hydroplaning s p e d (see Tabte 1), the lire-ground traetlon Is rill: With no pilot
corrections, Ule aircraft.wlll probably weathmck into the WIND and drift toward the
downwiad side of the iunway. In this situation, application of reverse thrust increases
the drift dowriviind, slnce the side oomponenl of reverse thrust acts In the sam direction
as the wlnd force.(see.vector dlagram, Flg.1). I f thls.wndition 1s: allowed to continue
and the crosswind component Is'hrge enwgh,'the alrcraft will'drlft off h e side of the
runway with perhaps -thbusands of feet of usable .runway'.remaining. Only three
alternatives are available to the pllot :
4 ..
I he can continue,as before'and run off the slde.of the runway,
2) he -ti apply enough.forwardthrust to malntaln the airkafl In the center of the
nmway, or
3) he can yaw the aircraft dqwnwind and apply reverse thrust.

I The first is obviously unacceptgb!e.

The second increases the stopping distance appreciably, and the thlrd would seem to
be contrary to any manoeuvre a pilot has attempted before. Fortunately, In most cases,
the aircraft can be slowed below the hydroplaning speed before R is pushed off the side
gf the. runway. Then the tires can begin to take part of the load, maintain aircraft
control, and,help to a slow the aircraft. It should be remembered, however, that aircraft
braking tests have demonstrat@ that stopping distance3 (without reverse thrust) can
be increased 60 percent on wet runways wflhout hydroplanlng occurring.

wind, - wlng wind

Reverse thnrst forward thrust
Touchdown M L d 3 *
'
/
'

Landing :At the high touchdown speeds, tire ground traction is nil (Tires hydroplaning).
After touchdown, airvafl weather vanes into,wind. Wind force tends to drift aircraft off
right side of runway.

The purpose of this has been lo point out some of the probleo~sand principlas involved
.-:... .
...;,
, .<
.a
4 ' , during landing opera!ions in crosswinds on slippery. runways. and not to advise -.-.
c7:-y.,
..-.,
.... .4 .-

....I experienced pilot on how to conlrol their own familiar aircraft. The strongest and most
 AIR-INDIA CHABTERS LIMITED
OPERATIONS.MANUAL
CHAPTER 9 4 ACCIDENT PREVENTION &~FLlOHTSAFETY P R Q ( ~ ~ M M E PAGE34-11 1
Important fad.-he ~llot'.shouldremember h to ~ l a n
.ahead, If the destination has a
known a pwnd Cbndilion and the ecdhons to. be ericountered can possibly cause
gre- hydroplanlog, he should thlnk Mce before landing 'there. In a marginal situation
whhaut prlor planning there may be InsuMclent tlme foi the-pliot to analyse what is
happening adtake the propet correctii action. If the landing must be accomplished
, in these conditions, the pllot should make sire-thatthetapproach.k not high or fast and
that the actions-of the alrcrafi after touchdown are antldpaied with subsequent pilot
, reactions planned.
34-1.9 OPERATlONS FROM RUNWAYS CONTAMINATE3 WITH SNOW, SLUSH OR
WATER

The following information provides advice on takeoff and landing procedures on

runways covered with slgnifimt deposits of snow, slush or standing water. The advice
is applicable to all aeroplanes'

s contaminated runways should be gvolded whenever possible. When

~ ~ i r a t i o nfrom
this occurs, the first consideration should tk to delay and awalt improved condilions or
. ifairborne, to divert lo another aerodrome.
C

34-1.9.2 OPERATIONAL'FACTORS

A) The runway surfice condition Is &ported by the following method. The depth of
snow or slush is measured'by a standard depth ,gauge;readings'being taken at
epproximately 300 meter intervals, between 5 and 10 meters from the runway
centerline and dear. of the effects of rufiing. Oeipth is reported in millimeters for
'each thlrd of the runGay length. A subjective assessment is 'also made of the
nature of the surface dntemlnant, on the following scala :
, ,. I .

- (a) 0rjr Snow (less than 0.35 SG)

(b) Wet Snow ' ' (0.35 to 0.50 SG)
(c) Compacted Snow (over 0.50-SG)
, (4 Slush . -
(0.50 0.80 SG)
(el , Standing Water ' (1.00SG):'

6) The ~resenceof water on a runway will be reporled to the pilot using the following
descdptions :
_
_-----. ,a

a) Damp - the surface shows'a change of colour due to moisture.

-
b) Wet the surlace L soaked out' no significant'patches of standing water are
visible
C) Water Patches - Significant palches of standing water are visible;
-
d) Flooded exlensive water patches are visible.

It should be assumed that runway contamination exists if the report indicates

either condition (c) or (d) above.
 . ..-.
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R -
m 1
A. C H A R W r n D
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.-.-: OPERATIONS MANUAL
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PAGE 34-12
>-

...-.
1
.a
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ACCIDENT PREVENTK)N 8 ~LIOHT SMEW PROORAMME CHAPTER- 34
. ,
C) Depthsgreater than 3 nm of water, dush or wet snow, or 10 mrn of dry snow, are
. likely to have a'slgnifimt effect on the performance of aeroplanes; h e main
effects are :

. drag. . v
-
a) additi0m-idrag irelardation effeds on h e wheels, and spray impingement

b) possibility of power loss or system malfunction due to spray ingestion or

impingement; .

c) reduced wheel-braking performan= -the problems of aquaplaning.

d] diredional control problems.

e) possibility of structural damage.

. -'

A water depth of less than 3 mm is n o m i during and after heavy rajn, and in'
such wnditione, na cbrredione to lakeoff performance are necessary other than
the allowance, where applicable, for the effect of -wet or slippery surface.
-
However, on such a r u w y where the water depth is less than 3 mm and where
the F8rformanw effed (a) above is insignificant, IsoIaled patches of standing
wat& or slush' of deplh in excess of 15 mrn located In the area of h e runway
wheri the aeroplane approaches V1 on takeoff, may slill lead to ingestion and
temporary power,fluctuations which could Impair safety.

D) A continuous depth of water greater than 3 mm is unlikely as a result of rain

alone, but can occur if torrential rain combines yith a lack- of runway
camberlcrossfall or a cross-wind to redlrce the rate of water drainage from Ihe
runway. In such 'conditions the water depth is unlikely to persist for mare than
about IS mins. after the rain has ceased and takeoff should be delayed
accordingly;

In assessing the performance effect of increased drag (for reasons outlined in C

(a) above, the conqition of the upwind half of the take-off runway is most
important, i.e. the area where the aeroplane is travelling at high speed. Small
isolated patches of standing water will have a r~egligibleeffect on pedormance,
but if extensive areas of standing water, slush or wet snow are prese~tand there
is doubt aboul Ihe depth, take-OK should nol be a_t!egaL , ..

34-1,9.3 GENERAL LfMlTATlONS FOR TAKE-OFF

When operations from contaminated runways are can!zmplated the following '
procedures are recornmei#ed :

Take-offs should no1be attempted in depths of dry snow greater than 60 mm or depths
of water, slush or wet snow greater than i5 mm.If the snow is very dry, a depth of nd
- more Ihan 80 rnm is acceptable.
 OPERATIONS-MANUAL
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....! ..., I CHAPTER 44 ACCIDENT PREVENTION & FLIGHT SAFEW PROGRAMME PAGE 34-13 1
..,.'
i
When manoeuvring on contaminated taxiways prlor to take-off, care should be taken in '
'
the use of rwirsa thrust, to avold oontamlnation.ofthe wing teading edges. . .
' Appropriate field length pedormence conections shohld be made.
~ o r k atakeoff
l configuretion sho"ld be used 'and all devites on the aeroplane which
cantributes to braklng performance (reverse thiust, lift dump, etc.) should be
senriceable.
..
Madmum takeoff power obtaina bIe should be used.. .
I
Take-off should not be attempted In tail-winds. .

Take-off shwfd not be atlempted,incross-wlnds exceeding 10 kt.

iormal mlatlon and lakeoff &ifety speeds should be Gs~d.
, .'

Depth of water or slush, 'exceeding approximately 3 mm, over a considerable

proportion of the length of the runway, can have.an adverse effect on landing
petformance. Under such 'conditions aquaplaning is likely to occur with its allied
problems of negligible wheebbraking and toss of directional control. Moreover, once
aquaplaning is established, it may in certain circ~irnslancesbe maintained in much
lower depths of water of slush. A landing should only be attempted in these conditions
if there is an adequate distance margin over and above the normal Landing Distance
Required, and when the cross-wind component is small.
. .
34-1 .I
0 CHECKLIST OF EMERGENCY &;'SAFETYEQUIPMENT AND INSTRUCTIONS FOR
ITS USE
. .
Flight safely manual contents the emergency and safety equipment list for each type of
aircraft. InsWuctions for its use are explained in detail in the same manual.
All flight crew and cabin crew shall undergo Flight Safety refresher courses
and keep themselves current on all aspecls in this regard.
34-1.11 CONTROLLED FLIGHT INTO TERRAIN
34-1 .A 1.1 INTROOUCTION , .
,, , -_I---. I *

Controlled Flight Into- Terrain(CFITj is an accident that occurs when an airplane is

inadvertenlly flown into-terrain or water. This has been one of the major contributing
factor to hull lasses and fa(alities in commercial aviation.
As a step towards avoidance o i CFl7 accidents, all concerned in the Indusky are
stepping up efforts in their respective fields to bring in an awareness which would in
turn help to achieve the objective of reducing and ulIirnalely eliminating such accidents.
 AIR-INDIA CHARTERS LI1MITED
OPERA~UNS~ N U A L
IPAGE 34-14 ACCIOEW PREVENTION (L FLIGHT S A F E N PROGRAMME CHAPTER- 34 I
Analysis of acddents reveals mat the area of great concern In CFIT accldents Is
apprdacManc$ng pha'se. 'In thii asped, awareness amongst fllght crew of monitoring
the instruments and giving' standard call-ouls becomes a key factor.
.
, Various fa~torscontributing to CFlT
- .
accidents-are briefly summarised below:

The =uses of CFlT ac&lenls due to vertical profile errors include lack of pilot
understanding of ATC clearanas, - mlsreadlng apprqach charts andlor pbor altimeter
setllng procedures. -
I

Crew must be aware at gll'.timeof aircraft po#ion and minimum sector allitude. w i l e '
obeying'ATC lnstructlons do not assuine hat the Controller will keep the alrcraft
adequately clear of high ground..Always doss check .your posltlon to high ground. If In
doubt ask the oontroller, he may be pre occupled wlth other aircraft and mlnlmum
sector altltude g h In alrport chart Is upto 25 NM. From airport or DME. However,
radar vectoring may commence beyond 25 NM. Therefore Grid MOW of the entire
area must be noted PF to use RADAR mode selected and PNF must select TERRAIN
mode below 20,000AGL. .
.. - .

scc:tr.s WEATHER
. , . .:.- . ..
.,
.i-
. .- . .
Weather and visibility usually play -a -role in CFlT accidents. Low ceiling. 'poor
r j night operatl~nsare normally present when a CFlT accident or incident
~ ~ l b l l lor
takes place. Avoidance of such accurrenws depends on how the flight crew adhere
to the cockpit procedures. The, prime fador in this category of occurrences is
a descent below mlnhum during an instrument approach causing the airplane
to wnlact the ground before it reaches the runway. The, de'cision of flight
,Crew to descend below minimum is either due to lack of
position awareness or lack of discipline. They may know the airplane's posilion but are
hesitant to execute a missed approach when the situation requires. '

34-1.11.4 POOR PILOT RESPONSE

~ n a l y s i sof CFIT accidents reveals that avoidance of a collision often requires pilot to
initiate a pull-up manoeuvre within seconds of the GPWS- with no time for
troubleshooting or lor other assessments. When in I.M.C. many of these accidents
have taken place due to slow or inadequate pilot response to-GPWS warnings.
34-t.11.5
. .
FLIGHT CREW COMPLACENCY

Complacen~y is defmed as sa tisfaclion, smudginess or contentment. One such

example of flight crew complacency is that the pilots gets GPWS warning while
descending to a lower altitude-during approach for an airport which he -has Itown a
number of times. Becahse or complacency, [he pilot's brain might have disregarded
such aural and visual warnings. Further, a-pilo1may also be conditioned by experience
 - i
. ,i AIR-INUlA CHARTERS LIMI'TED.
- I:
-: ,- - OPERATIONS MANUAL .
-.- :!
;-f:'j
: . . ICHAPTER 4 4 ACCIDENT PREVENTION8 FLIGHT SAFETY PROGRAMME PAGE 34-15 1
.of false EGPWS warnihg due to a particular known terrain feature since he has flown
!
on the same route many limes. He may thus fail to react to an actual threat-owing to
the false m s e of security.
i 3 4 1 .I1.6 ATC COMMUNICATIONS
.-
. .
. -

.I
:. .I
.
:
7
:
:G-
.v- At times of increased workldad, ATC and flight crew may communicate with each other
,.:A:].t
---I by uslng a ahort or.nonslandard phrase, which can lead to misunderstandings, between
ATC and Ihe' pllots. Clearance meant for one airplane may have been given lo
another, resulting lnto CFIT accidents.

Modern airplanes equipped with latest ai&ome equipment like flight directors, aula-
pilots, autdhrottles, Flight Management Computers etc: have helped to reduce Ihe
workload of Ihe flight crew to keep track of altitude, airspeed and approach flight path.
However, flight crew may hiknowingly misuse these deivces or operate them with
faulty data.

Factors .causing Controlled Flight Into Terrain (CFIT) accidents are therefore
summarised as follows :

Lack of literal situatioial awareness.

Failure to.recognise responsibilities.
Deliberately violating procedures.
Misinterpretalionof approach procedures.
Failure to adhere to landing minimums.
~ack of flight deck management.
I
Deficient or nonexistent, standard operaling procedures.
Failure to perform proper EGPWS recovery procedure.
Lack of cross checking, crew coordinalion, or cooperation
:>.I
I
Lack of communicalion of phraseology problems. .
..
:<:3
....
,..,,- -
,-
.....
....
<

- - 8
I
With the increased awareness ol above mentioned areas of improvement in the human
<
:1 factors, Ilighlcrew can significantly contribute to the reduction of CFIT accidents.
.-:.:.?.
..
1. : :
,.... <,

34-1.11.8 ENHANCEDGROUNDPROX~M~TYWARN~~GSYSTEM(EGPWS)
The installation of the Enhanced Ground Proximity Warning Syslem (EGPWS) can
reduce CFIT accidents. It is one of.the majw-tools-irrtheCFlT prevention methods.

The EGPWS warning is normally the flight crew's last opportunity to avoid CFIT.
IncidentslAccidents have occurred because flight crews have failed to make timely and
correct responses to the EGPWS .warnings. The available time has increased behveen
inilial warning and aeroplane impact since the tirsl version of the EGPWS. Howcver.
this time should not be used to analyse Ihe silualion. With the early versions, lhere
Was as liltle as 5 seconds warning, and none at all if the impact point was on a
relatively steep slope of a mountain. There may be as much as 30 seconds for newer
and future EGPWS versions. In Ihe absence of slandard operating procedures or
 OPERATIONS MANUAL
I PAGE.34-46 ACCIDENT PREVENTION & FLIOHT S A F m PROGRAMME -CHAPTER- 34 1 . -.,- .
I-

aeroplane manufactur6r gddance,: the folowing manoewre should be executed In . :.. . . ,!

. responsetoaEGPWSwamlng,excepF.'tndeardayllgh~VMCwhentheRighterewean - - -

immediately and uneq~lvocallyconfirm that an Impact wlth the ground, water, or an

obstacle wlll not take place,:. '

.-
a) React immediately tir a EGPWS warning

b) ' . Positivdy apply maximum thrust and rotate to the approprlatc pitch attitude.

c) Pull up wilh wings level to ensure W m u m aeroplane performance.

d) If terraln remains a mat,-contlnue'iotatlon upto the pitch llmit lndlcator (if

avallaMej 'or suck shaker or lnltlal Met.
. .
. .
. .
el 'Alwaysresped stlck shaker.
..' .

r) Do not change. gear or flap con~duratlonuntil terrain separation Is assured.

.d' Maintain radio altitude for sustained or increasing terrain separation.

h) When c!ear of terrain, slowly decrease the pitch attitude and accelerate.

The escape manoeuvre shbuld de continued until &bing lo the ,s&lor emergency
safe altitude or .unlil visual verification can be made that the aeroplane will clear the
terrain or obstacle, even if the GPWS warning stops; , ,

34-1.11.9 FLIGHT CREW ACTION FOR 'ENHANCED GROUND . PROXIMITY CAUTIONI

WARNING 18737-800 AlRCRAFFl
. ..
-

-In case of EGPW alerls; the following to be accomplished :-

CAUTION : A go-around shall bi.initiated I f the cause of the warning cannot be
identified Immediately.
NOTE : During daylight VMC conditions, when positive visual verification is made that
no hazard exists; the warning may be considered cautionary.

w "PULL "TERRAINTWN PULL upts"TERRAIN AHEAD PULL UP" .

Simultaneously :
PITCH AITITUDE ..................................................AT LEAST 20: ,*NgSE
UP, , -_._----.
,

- Use Stick Shaker boundary as upper.limil~ofpitch

THROTTLES ............................................................... .FULL FORWARD
- AUTO-PILOT ................................................................. DlSCONNECT
M H R .................:. ...............................................
.:: ... DlSCONNECT
BANK ................................:'........................................
WINGS LEVEL
SPEED BRAKES LEVER ............................................ CHECK
'

RETRACTED I
I -

. When flight path Is safe and GPWS warning ceases :

 AIR-INDIA CHARTERS &IMTED
.
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...-,.,.
-> OPERATIONS,MANUAL
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1
.C
.-
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.. /CHAPTER a ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME PAGE 34-17
- D ~ e a s pitch
e allilude and accelerate.
. .-
* - -
A '

- I~ h ' espeed
n a hove VLS and VIS posltive :
- C h n up aircraft as required.
' . .
.

'. u tERRAN"~ - "TOO COW ~ TERRAIN" ~ . ~

:. ..: . - Adjust the flight path or Initiate e go-around.
. . ,,
.
..__.
....
.I
...-
...:0
....
:,..j

"SINKRA?E''
- Adjust pitch attitude and thrust to silence the Gaming.
. "DON'T SINK"
- Adjust pitch atlllude and thrust to maintain level cr dimblng flight.

- Conedthe configuralign1orperfom a go-around

1 "GLIDE SLOPE"
- Establish the aIrpIane on the glide slope
.
- Of
Switch off the GIs mode push-button switch if flight below' glide slope is
intenlional (non precision approach).
EGPWS WARNING : Any of the follow/ng condilions is regarded as a ~ P W warning'
S

-Activalion of the EGPWS 'TERFIAIN, TERRAIN, -PULL .UP' or 'PULL UP"

warning.

Red 'GPWS" IighI

- . Pop Up of Terrain Display with Red Warning area displayed.

Other situation resulting in unacceptable flight toward terrain.

For recovery prdcedures see baslc Airplane Flight Manual

EGPWS CAUTtON. Any of the following conditions is regarded as an EGPWS Caution :

Activation bf the EGPWXS 'CAUTION TERRAIN',
" ~ 6 LOW
TERRAIN',6
'SINKRATE', 'DON'T SINK, 'GLIDESLOPE", 'TOO LOW FLAPS' or 'TOO LOW
GEAR' alert.

Amber :GIs" tighl o: Red "GPWS"light with any or (he aural alerls listed above.

- . Pop Up of Terrain Display with Amber Alert area displayed.

,l '
.,
For recovery procedures see basic Airplane Flight Manual.
....
OPERATIONS MANUAL
+.
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-2.
?,,'
IPAGE 34-48 ACCIDENT PWENTION 8 FLlOHT SAFETY PROGRAMME n
CHAPTER-34 1

The fqllgwlng paragraphs describe' in general instructions and guidance on the duties
an InddentlAccldent.
. and obligations of personnel following
....
'%:<
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2,:j 34-21 REPORTlNG QF ACCIDENTS
.-:-1.
4:

94-2.1.I f i . . b
In aecordance with the eldstlrig provisions in Rule 60 of the Alreraft Rules 1937,
.-.,,
eccldents .Involving. death or .serlobs Injury to persons an Ward the aircraft or
......
...
- .,
:.:.2 . slibdantial damage to th; airwp are to be reported to the DPCA within 24 hours of
::.'I,:
.:,.: thboqrrence of the a ~ l d e n t ;
. . -' .
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.
f
.
--
.
..
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34-2.1.2 RESPONSIBILIITY OF COMMANDER
....,;
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. 1
.4;:;- . . - .
-TheCMuMndbr shall be respoFlble far notlfyhg tbe nearest appropriate authority by
available-means of.gny acddent lnvolvlng the alretaft resulting in Injury or
'thetheq$lckeat
death of; any persons gr-substantlal damage to aircraft or property. The Director-
0praba'ns IGeneial Manageraps., shall be slmul~aneouslynalified of the accident by
the qulckest available means-$bin 24 hours. This notideation shall indude the
followiq details :

a) Flight number and date :

b) Aircraft registration marks ;

c) Dateandlime(UTC)oftheaccident;

d) PositIan of aiuafi with reference lo some easil; befined geographical

. . -.
point and latitude and longitude ;

e) , Physical characteristics of the accident area ;

- aboard, killed and seridusly injured; others-

i ) Number of crew and
kllld and seriously injurd ;
__ __- d - '

Nature of \he accident and the extent of damage to the aircraft as far as is
..

known ;
h) Name of the Commander.

54.2.1.3 RESPONSlBlLlN OF OTHER CREW MEMQERS

I
if the Commander is incapacitated or killed in the accident, this responsibility wit1
.develop on the other crew members in the drder of succession of command.
 .AIR-INDIA CHARTERS LIMITED '

' OPERATIONS MANUAL '

[CHAPTERa ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME PAGE 3449 j

34-2, I.4 ASSISTANCE TO PASSENGERS AND PROTECTION OF .A1RCRAFT

The Commander shall take all measures to render assistance to passengers and crew
and protecting the aircraft and property and shall ,askthe Manager I Flight Despatcher
of fh'e nearest station to belp him In this regard. . .

34-2.1.5 RESPONSIBILITY O F FLIGHT DESPATCHER

The Flight Despatcher nearest the scene of acciderit shall send a telex giving details of
the accidenl as above, followed .up by a rep06 to' the Director- Operaf ons !General
Manager-Qps., at the eartiest opportunity. . .
.
34-2.2 REPORTING OF INCIDENTS .> . .

,
34-2-21 ' GENERAL - .-
,

In accordance wlth Rule 778 of the Aircraft Rules 1937, in addition to reporting
accidents, the Pilot-in-Command & Air lndia are required to notify the incidents to the
following officers within 48 hours of the occurrence of the incident.

I SR.NO. OFFICE FAX-NQ

1 MGR- AIR-$AFETY:AIR-I~ND~CHA~TEPSLTD. 91 22 26157027

2 HEAD-OPERATIONS- AIR INDIA . CHARTERS. 91 22 26157430 .
LTD. ,, '

3 ~ € 6 1DIRECTOR
. OF AIR SAFETY, OGCA 91 11-2469-0321
{OEL) OR
4 . REGL. DlRECTOR OF AIR SAFETY, DGCA 9133-25118374
(CCU) OR
5 REGL. DIRECTOR OF AIR SAFETY, DGCA 9144-256-1338
(MI
6 REGL. DIRECTOR OF AIR SAFETY, DGCA 94 22-2675-7007
(MUMBAI)
. ,

The list of the occurrences lo be reported is given separately iri this chapter.

34-2.2.2 DOCUMENTS

Generally, the following documents 'are

_- ---
available
'

to t h , i ' crew before the

commencement of the flight.

1. FlighI Plans
2. Take oll Data Card
3. Fligl~tDespatchers Pre flight briefing sheet
4. Pre flight information sheet B737-800
5. Nolams
6. picture (when available)
MET ~orderl~atellite
 AIR-LZVD1A ,cHARTERS'WMITED ..
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... ,, IPAGE 3420 ACCIDENT PREYENTION& FLIGHT S A F m PROGRAMME CHAPTER-34 1
7. Loadsheet .. ..
! b Fuel reoelpt ',
,
!, 9. ~ecuw
ciearand~e~ria ~e
certificate -
Durfng the c o u p of Uw flight, tho ciew ralses the following documents :
I. Sector PageCFlight Report
2. 2.Pilota Report '.
3. . Pilots Speclal R e p 0 (when req"lred.)
4. Operational lrlcldent Report (In case of repurtable intldentlaccldenl.]
5. 'Landingbrd- -
6. Blrd Strike Performa (ln'case of bird sbike ) etc.
7, General AlerVBoqb Threat Performa (as applicable) a

It 1s mandatory that all these document by retained for varying periods as dipulated by
the regulations, Therefore, it has to be ensured that all these documents are deposited
in the envelops kept for.thls purpose - on board for onward fomrarding -to Operations .
(HQ).
In the event of any reportable Incident, efter'dsseminaling the information (PSR,OIR)
as per thehedsting practice, the OfficerslAsst. Officers-Flight Operations, must ensure
that all .the above documents are available by checking against a list of documerlts.

Further, i i kase of rejected take-off, the Takedff Data Card, Flight Oespatchers Pre-
flight Briefing Sheet, PSRIOIR (after fain4 to concerned authorities), should be sealed
and sent lo-Director-AirSafely thereafter. : 'j
C'

34-2.2.3 DEFINITION
'Incident" in relation to an aircraw means an occurrence which takes place either on
the ground or In flight (Refer to the list of occurrences.) .

34-2.3 INFORMING TO DGCA

34-2.3.1 PROFORMA OF.THE REPORT

The following information is required to be furnished to the DGCA in this conFieclicn :

8 the type, nationality and registration marks of the~iacaIt+--

ii) the name of the owner, operalor and hirer of the aircrarl ;
iii) the name of Ihe Pilot-in-commandor (he aircrafl ;
iv) the names and descriplion of the crew ol the aircrafl ;
v) Ihe nature and purpose ol (lie Ilighl ;
4 the date and lime ofIhe incident ;
vii) the place wh,ere the incident occurred ;
viii) the lasl point of deparlure and (he'next point of intended landing 01 the aircraft;
ix) the natlrre of the incidenl,
 M R - N D f i CHARTERS LIMITED -
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.I .-:-, ICHAPTER--34 .ACCIDENT PREVENTION & FUGHT SAFETY PROGRAMME
4

PAGE 34-21 1
I
m ' .
! 1 34-2.3.2 POWERS OF DGCA

' Under the &, the O G C A - ~ ~ ~ - to order i n investigation- of any incident by

appolntlng an Inqulry 0ffic;er who.has been vested with full powers to summon persons
-
involved and requlre
. <.
the production of all documents, - etc.
I

In view of thb, whenever an inddent occurs, t b commander concerned is required to

send a telex tolhe Director-Operations giving the particulars required above for onward
transmission to the DGCA. , . ..
34-2.4 LIST OF OCCURENCES TO BE-REPORTED ..
I . . .
34-2.4.1 A) DAMAGE TO AN ARC& : *

' I Any failure of aircraft prlmary structure. . , .,

;2) Damage whlch necessltates repair before further flight, due to, for example.
Ingestion, collision," meteorological conditions, hard or overweight landing,
overheating, incorrect techniques or practices, etc.
. .
34 Any failure d non-primary structure which endangers the airuaff.
4) . Any part of the aircraft beconiing detached-inflight.

8 INJURY TO A PERSON :

5) This, is Intended to Include any minor injury sustained by a passenger or

member ofhthe aircraft crew while on board the aircraft, for example injury to
a passenger.as a result of turbulence, the scalding of a member of the cabin
staff as a result of .faulty design, inadequate sewicing or the incorrect
handting of galley equipment. . .

C) THE IMPAIRMENT OURING FLIGHT OF THE'-CAPACITYOF A MEMBER OF

FLIGHT CREW TO UNDERTAKE THE FUNCTIONS TO WHICH HIS LICENCE
RELATES :

6) Such Impairment could be caused by the onset of illness (e.g. food

poisoning), the injudicious use 'of lh&~6duf;c'drugs,,albbhol etc. Judgemenl
as to whelher such Impairment 'endangers' the aircraft is relevant in (his
case.

D) THE USE IN FLIGHT OF ANY PROCEDURE TAKEN FOR THE PURPOSE OF

OVERCOMING AN EMERGENCY :

7) The use, other than for training or test purpose, of any emergency
eq~ipmentor prescribed emergency procedures.
 - OPERATlONS MANUAL' . ' ,

IPAGE 34-22 ACCIDENT PREVENTION & FLIGHT SAFETY PROGRA?MME CHAPTER- 34

8) The use of any non-standard pracedure adopted by the crew to deal with an
emergency. I

8) The declaration of ah emergency situation.

10) An emergency evacuation of he alrmft.
.

E) FdLURE -OFAN AIRCRAFT SYSTEM OR OF ANY EQUIPMENT OF AN

AIRCRAFT :

11) fir0 or explosion. . .

12) Fire or smoke warning.
131. Irbflbht englne shutdown, or slgnfficent loss of power.
- -
14) InaUlity tir re Ilght or re atart a sewhaable engine; -,

15) Inability to feather or unfeather-a propeller, to shut down an engine, or to.

control thrust,
,
16). Malfunction of the thrust reversal syslem.
17) Fuel system ma(functions affecting fuel supply and distribution.
18) Malfunction of h e fuel lettlsonlng system.
18). Signlftcant leakage of fuel, hydreulle ddd or oil.
2 0 ) Owmncss where ihe use of alternative systems or procedu;es has been
necessary to obtatn 'the deslred alrciaff cqnfigurallon -for any flight phase,
e.Q..flaps, undercarriage etc,
21). Total Inabllity'to achjeye the Intended aircraft configuration for any flight
pheae.
22) ~ressuflationsystem malfunction necsqitsting a changed flight plan, or the
use of amergancy or 'standbyoxygen system.
.
23)- Build Up of Ip .on the aircraft beyond the capability of the ice-protection
.

equipment. .
24) Fallure of ice-protection equipment.
25) Warning d insecbre hatches'and doors durhg flight.
26). Smoke, toxic or noxious.fumesIn crew, passenger or. frelght compartments.
27) Englne surglng (sufficient to cause Loss of power. or require subsequent
remedial action).

F)@@
AIRCRA- IN FUGHT BY ITS FLIGHT CREW:

28) ~bandonedtake off. -

2 9 ) Unintentional deviation from intended track or altitude,caused by a
- ,procedural, systems or equlpment'defed.. -. - - -- -
' ..
' 301 Unplanned diverdon, or unicheduted durn to departure aerodrome.
31) Precautionary or forced landing.
32) Discontinue approach from below decision height.

33) Unintentional contack with the ground, including touching down before ihe
runway threshold. . .
34) Over-running the ends or sides of the runway or landing strip.
 AIR-JINUIA CIIARTERSWMITED '

OPERATIONS MANUAL . I

1 CHAPTER . ACCIDENT PREVENTION1 FLIGHT SAFETY PROGRAMME PAGE 34-29. ] -

35) Serious toss of braking action, .:.

36) Loss of control from any cause, e.g; turbulence.
37) Occurrence of stall or a slick or a stick push, other than for training of test
purpose. ,.--
'38) Opw#on, whether genuine or spurious,. of the stale warning (stick shake)
6ptm,other than-forWhing of $st *os&'
39) S 8 f f n f f n ~limitation
, of' mgvemeni' or poor o r delayed response in the
operation of any primary conlrol.
40) Malfunctionolany conlro!.
41) Revsrsion to manual control of powered primary controls, other than lor
training or test purposes.
42) Inadvedent incorrect operation of primary or ancillary controls. ..

. .
a Failure of inadequacv of :
43) Aids to navigation.
94) Communication services.
45) Prescribed laid down procedures.
46) .Meteorological reporting and hrecasting service.
'

47) Aerodrome lighting systems.

48) Facilities and proedures forming pad of the AIS system.

from :
The marking of obstructions or hazards on the manoeuvring area.
Facilities and procedures forming pad of the AIS system.
Receipt of incorrect or inadequate information from a ground source (AIS,
Mct~ardogicalbroadcast etc. 1.
Tire incorrect transmission, receipt or inlerpretation of a radio lelephone
message ( air-to-ground or ground-to-air ).
.
Provision of an incorrect akimeter setting.
Misidentification of aircraft in the use of radar.
The setting of an Incorred SSR code.
Flight at a level, or on a route, different from that allocated.
The separation between aircraft was less than that prescribed for the
situati~n.
Less than the prescribed lerrainclea~ancewas provided.-

c Occurrences associated wilh the aerodrome environment :

59) Runway ubsIrucied by foreign objecis.

'

60) Major failures or runway guard-bar lighting.

61) Major failure or deteriorotion of surfaces in aerodrome manoeuvring areas
6 2 ) Significant fuel spillage on !he apron.
63) All undershoots I overshoots or aircraft leaving the runway paved areas. t
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1PAGE 34-24 A C C I D E ~P. R ~ ~ E ~ R I FOLN~ .~~~AFETY
WI PROGRAMME CHAPTER- 34 I
64) Collldon' between moving aircraft" and uehldes or any other ground
. . equlpment. '

65) Apron jet blad ineldent. %.

I .

R 1 H) W
- .-FUEL . . 4 .

66): DiMculty in conlrolllng Intoxicated, vlolent or armed passengers.

6 3 : lncqrrect fue!loadlng.
68) The loading,of unsuitable,or rwrntamlnated fuel. '

09% The ceflage olhirrardous or mblct@.cergo.-'

701% me
Incowect pacbglng of cargo. - A

71)- The incotrect'stofage d cargo. '-

. 72) Incomctlpsewred cargo. -

*

73) Incorrect passewer loadlng. .--'

1) AN OCCURRENCE ENDANGERING THE S A F m OF AN AIRCRAFT, ITS

OCCUPANTS OR ANY OTHER PERSON :

74) Any Incident adsing from incorrect .or misleading Infomallon on maps and
charts.
75) Use of incorrect oil, hydraulic fluid or other essential fiulda.

34-24.2 BIRTHIDEATH ON BOARD

. .
If any birth or death occurs on board @e aircraft, the Commander shall make a Special
Report wlth detalls of -
Name of passenger ;
Naltonallty ;
Age ( approximate ) ;
Oate 8 Time of birth I death ;
Cause of dwth I known ;
Assistance given on board, etc,

34-2.4.3 THIRD' PARPI LIABlLlTIES ,

Incidents 8seh as damage lo other alrcraff, . ground aquip~Tilrairporllight. %ltings.

etc. or injury to persons on ground which might give rise to third party liabilities, must
be reported by the Commander in Speclal Report.
34-2.4.4 HAZARDOUS FLIGHT CONDIT1ONS

It is Alr India poticy that crew report all hazardous flight condifions to the appropriate
ATC without delay.
 AIR-INDM CIIAZZTERS LIMITED
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.I . . I CHAPTER -34 ACCIDENT PREVENTION & FLtGHT SAFEW PROGRAMME PAGE 34-25 1

i
34-2.5 AIR TRAFFlC I~CIDENTS
s -

. 34-2.6.1 ICAO RULE

-
-....
4.,
-.

Rules of the Air and Air ?;affic Procedures ol ICAO,-requirereporting of Air Traffic
Incidents on radio as and when it occurs in flibl~land bymiwrittenreport on lermination of
the flight

34-2.6.2 DEFINITION
. .

Air TraHic incident" means a serious occurrence involvikg air (raffi~, such as (a) Near
- collision ( airmiss ) (b) Serious dificulty caused by :
. .'
{i) faulty procedures or lack of compliance with-applicableprocedures, or
(ii) failure of ground facilities.

In addition, any TCASlACAS advisory(TNRA) if generated should also be reporled.

An inlllal report is to be made by radio which shall contain the following information

type of incident,. e.g. near collision, procedural or facility.

Radio call-sign of aircraft making 'reporl.
Position, heading or route, Irue airspeed.
flight level; altitude or height and aircraft altitude.
IMC or VMC.
time of incident in UTC.
descriptio? of olher aircrafi, if relevant.
brief details 01 incident, including when appropriate sighting, distance and miss
distance.

An Air Traffic Incident Report Form as per Appendix shall be filed with the ATC Unit
after arrival to confirm a radio report ; a copy will be sen! to General Manager-Ops.,
concerned to bc forwarded lo Ihe Director-Operations.

34-2.5-3 BIRD STRIKE INCIOENTS

, -__ . _._-. 4-

The Diredor General 01 Civil Aviation, India requires that in the event of an
aircraft encountering a bird strike.
a) a bird slrike lncidenl Report Proforma is filled by the crew, and
b) Crew reporls.the bird strike incidenl to l t ~ eATC unit I~andlir~g
the flight at that
time
The above procedme sl~ouldbe followed in all suspected bird strikes also.

34-2.5.3.1 Furlher, ill Ihc cvcrll ol air aircrafl encour~terinya bird strike, a Bird Strike ncident Report
Form is required to be filled in by the Commander as prescribed.
 I PAGE 34-26 ACCIDENT PREVENTION & FLIGHT SAFEW P'ROGRAMME CHAPTER- 34 I
Commanders shall therefore submit this Report to the General Manager-Dps.,
concerned in case of a bird strike occurring when flying anywhere in our network.
As and when.a bird strike is reported over Indian airspace, copies of these reports will
be forwarded tq !he following : .
a) Dlrictor of Alr Safety, DGCA
b) Airport Director, ~ll~fficer-in-charge
of the airfield. .

Flight crew should be 'alert to the possibility of encountering.birds particularly during

take-off and approach to landing and avold the possibility of collision wiill birds by
altering course, if possible. Landing lights are required to be put ON during apprcsuh
to scare away.the birds. .Take-off can be delayed if there is bird hazard on llle rurlway
until dispersal acti~nis taken:
34-2.5.4 PROFORMA .:

..
34-2.5.4.1 FOR AIR TRAFFIC INCIDENT
AIR MISS REPORT
(For use by Pilots reporting close proximity of another aircrafl in flight and by Air TraFfic
Control Omcers receiving such reports by telephone)

SECTION I .

SECTION A (A L) Relevant to reporting pilot and alrcraft only

Types
.- of messages
- I Text of Message for transmission
where appropriate
A Air mlss repod
Name of Pilot 8

Airline Operator C

Identification markings Of aircraft - D

Aircraft type E
Radio Call sign . IF I
Aerodrome of Destinalion H

Estimated time and position of incident I

and Hzading
Date and Time of Incident
I Al!itude and allimeter selling
I

r Type of FIiaht
-...A

---_Plan
.--..-...I-.----.
_-
-----
I d - .
 'AIR-INDM CHARTERS LIMTTED
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I .
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1CHAPTER-34 ACCIDENT PREVENTION8 FLIGHT SAFETY PROGRAMME PAGE 34-27 1
SECTION I1

SECTION II (N - Q) DETAILS OF INCIDEHT M

Flight weather conditions at time of . N

incident (give- furlher information a1 item
P if necessary)

~escripti0.nof other aircraft (type mark- 0

Ings, coIourlng, lighting and other avail-
able details) _ -- ..- -.
Descn'ption of incident (give full informa- P.
tion including details of respective flight
and estimated vertical ar~d.tiori-
iqntal distance'bebn aircraft.

Wlrellrer incident reported by radio, tele- Q

phone or teleprinted and to which ATC
u~it.

Date :

Time : of completion Signature of Pilot making Report of form

 AIR-INDIA CHABTERS LIMITED ' ' .
OPERATIONS MANUAL
PAGE 34-28 . ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME
'
CHAPTER-34 I
34-2.5.4.2 FOR BIRD STRIKE '

Send to :- The Direor General of Givll Avialion, Safdadung Airport, New Delhi
(Attention : Director of Air Safety)
.....
,Operator... .:.....................:. .........
.. Effect on Flight
. 01102
Aircraft makelmodel........................... none-32
03104
Englne rnakelmodel........................... aborted takc-of(-33
05/06
Aircraft Registration........................... precautionary landing--34
07
Date day.........month......year ............ engines shut down-35
08
Local Time ...................................... other ( s p e c i l y ) 3 6
09 ..'
dawn a day b dusk c night d ........... sky condition.........37
10
Aerodrome Name .............................. no cloud-a
I111 2
Runway - used.................................. some cloud-b
13
. Location if eproute............................ overcastc
14 '

Height AGL .................................

.ft precipitation
15
Speed (IAS) ..................................kt f o g 3 8
IS
Phase of flight ................................
17
parked - enroule - snow-40
a e
taxi - descent
b
-
f
Bird
species.,.......................................
41
take-off run - approach - number of birds
C b-g
climb - landing , - seen 42 struck 43
d roll h ,, - _ .., . --
Part(~)of Aircraft I a a
struck . damaged 2-10 b b
r adome 18 - 11- c c
100
windshield 19 ' rn~re d d
nose(excluding 20 - Size of
above bird..........................................
44
engine no. 1 21 small 5
2 -23 22 - medii~rn m
3 - large I
 OPERATIONS MANUAL
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. . . [CHAPTER.34---- ACCtDErJr P R € V E N ~ I FUGhT SAFETY-
ION
-----.- PROGRAMME, -+-, PAGE 34-29 1
i
,j 4 24 - Pilot warned of
.. birds.. . .;......................... 45
Propeller - -I 25 Y e s J "0-
n
windrotor . -26 -
..:. :
fuselags 27 . ' . Remarks(describe damage, injuries and
... l
{
.,
:!.yJ other
......
<.:A
*. landing gear 28 -- perfinent information) ......................
46.47 - '.

' tall - - 29, .1...;...................... .,......................

...........
Lights - - 30 _ . - ...........-..................y....................
........,.' . 7 '

-
L

Other . 31 ...........:.......................................
(specifi) ..........
- 2 -

Reported Bombay 'Natural History Society,

by. ....................................................... YES
'Seen bird remains to Hornbill House
NO
(Optional) , Shahid Bhagat Singh Road, "

Bombay - 400 023.

NOTE :
1 The Pilots should' indicate if deparlure was delayed, flight cancelled or flight plan
changed in the remaining column.
2. Injuries to crew member should also be reported in the remarks column.
3. financia! losses incurred by .operator duelo bird hits to 'aircraft should be reported lo
the OGCA as soon .as possible preferably within 8 weeks of occurrence of the incident.

34-2.6 . BOMB THREATS

The following procedure will be applicable for dealing with instances of bomb threalsr

34-2.6.1 CLASSIFICATION OF BOMB THREATS

34-2.6.1.1 Bomb threats are classified into (a) specific threats and (b) non-specific threats. The
specific threats are those where the airline is identified, specific flight number or
aircraft is mentioned, date and titne.is-stated;-o-r?gin andlor destination of flighl is
given. etc and non-specific threats are those where the airline or flighuaircraft or date
Hime or other informalion which can be directly related to a particular flight I aircrafl are
not indicated.
34-2.6.1.2 Ail specific bomb thieals will be trealed as genuine and the procedures prescribed
Selbw for dealing with such (hreats shculd be followed. Non-speciiic Ihreats should be
carefully evalualed and the b o m b threal inspection praeedc~res lollov~ed v~llell
considered necessary.
 AIR-INDhl CHARTERS LIMYTEU
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/PAGE 34-30 ACCIDENT PREVENTION & FLKHT SAFFTY PROGRAMME' CHAPTER- 34 1
I ' 34-2.6.2 O I S S E M I N I
The person re&Iviiwtg the bomb threat wil handle the inlormation discreetly and
.- inform his superior immediately. Further action will be taken as under:
:.:q.., At Bombay
...-
._-,-.
C..l
The message should be conveyed to Operations ~ l i g b t~espatch
' (Movement

MGadrOpef4tjan'$J ,. .
-.~r.;er
@&tjr. .
.tat thefr ri$id;eri&) ...

a At Outstations

The person receiviFig Bomb Threat information should convey the same to the
bca1,Manager or his Deputy who will in turn advise the following Departments as
necessary for Cudher action:

* Operations Flight Despatch / Commander of the flight.

. .
Maintenance.Manager, Enginekring
* Air - India.Security.
a Airport authorities I Control Tower I Airport Security.

For more datails please refer Ghapler 18.5 of Operations Manual Part-I, Val-2.

The following areas havebeen identified a; least risk bomb location in aircraft -

Alrcraft Model Least Risk Bomb Source of lnformatlon

Location ( L R B t )
8737-800 Centered on the locked
Rig111 AFT entry door
Associate Administrator for
Civil Aviation Security, F M
ACS-1, Washington OC,USA 1
 AIR-INDIA C ~ T E R LS M E D
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.C.
-1 CHAPTER -34 ACCIDENT PREVENTION & FLIGHT SAFETY PROGRAMME PAGE 34-31 1
.:.;.
.I. ..-,.
... .....
It is expected that in the unlikely event of any detonation, the resultant .darnage to the
aircraft would be least in these areas. It is suggested, object may be shifted to these
areas and foljow the procedure as details on pages 18-7 and 18-1Iof this Manual. .

34-2.6.4 AEROPLANE SEARCH PROCEDURE CHECKLIST

An operator shall ensure that there is on board a checklist qf the procedures to be

followed in searching for a bomb in case of suspected sabotage and for inspecting
aeroplanes for concealed weapons, explosives or other dangeroc~sdevices whcn a wcll
founded suspicion exists that the aeroplane may be the object o'f an unlawful
interference. The checklist shall be supported by guidance on the appropriate course of
action to be taken should a bomb or suspicious object be found and information on the
LRBL to the aeroplane

34-3 - ' LIST OF NOTIFIABLE INCIDENTS

There have been instances, when Flight Crew have not raised Operational Incident
Reports (OIR) on notifiable incidents in time. . We reproduce the list of notifiable
incidents and the procedure thereof, as mentioned in circulars No. OM(CD)1519-
5011685 of 05.12.1 994 and DAS123-7105 dated 10.06.1 998.
The Pilot-inxommand and Air lndia Charters Ltd. (Air lndia Express) are
requlred to notlfy all incidents in prescribed proforma, within 48 hrs. of their
occurrence to the office of DGCA
All Flight Crew are required to comply with above and forward OIR to S.No. 2, 3, 4
and S.N. 9 within 24 hrs. of its .occurrence by fax,' with the assistance of Air Port
Managers. During weekends Iholidays Flight Despatch, Murnbai will.ensure its further
transmission to these officersloffices.
Flight Despatch Delhi ITrivandrum J Madras also
will ensure that Regional DirectorJControlter of Air Safety, DGCA and senior executives
(any one of S.No. 1 to 4) of Department of Air Safety (AIL) have been informed on
telephones and I or by fax.

SI. AIR-INDIACHARTERS CODE OFFICE FAX NO. RES. NO.

No LIMITED
1. Capt PP Singh 9122 - 26263492 26157430 9867792206

2. Capt Rajeev'Bajpai 9122 26263587 261 57430 9820346247

3. Capt A. K. Sharma 9122 26263355 261 57027 9820340776
56916225
9122 26263012 26157430 9868123844
5. Capt. Deepak Anand 9122 26263337 26157059 56058747
26157030
6. Capt. M.K. Hathi 9122 26263256 26157027 26201 14 1
26157040
7. Director of Air Safely + (9 1 11) 24620272 24629221 24698438-
HQs (DEL)
8. Regl-Director of A.S. + (9111) 24615070 24633140 26448820
(DEL)
 AIR-INDIA CHARTERS L I M E D
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:...: : I PAGE 34-32 ACCIDENT PREVENTION & FLlGHT SAFETY PROGRAMME ' CHAPTER-34 1 :-.

Sf.AIR-INDIACHARTERS CODE OFFICE. FAX NO. . - RES.NO.

No LIMITED
9. Regl.Director of A.S. + (9122) 26157007 26157007 28365075
(BOM)
10. Regl.Controller of A.S. ,+(9133) :25118374 25118374
(C~tJll)
11. Regl.Controller of A.S. + (9144) 22345538 22345538
-1MAA) - --
12. Reg!.Controller 27845246 27845246
(HYD)
'
... .., Whenever an 01R is raised, a notation should be made in Pilot's Special Report (PSR)
.. .-,
' .

-.. ..... for its speedy administrative disposal. It is needless to repeat that AME attending the
....
. . arrival may be advised to remove CVR and DFDU for investigation and this fact should
. .,,
... be reflected in PSR. In case of any dqubt, crew must repart the occurrence to avoid
..<.,......
-.
.. ...
:p:.
,.,,
possible non-compliance of Aircraft Rules, 1937.
- .

Appendix- to this circular is a reproduction of Air Safety Circular no. 5182 by the ofice of .
Director General of Civil Aviation on incident -n'otification. It,also Includes list of all
occurrenws required to be reported and which are likely to endanger the safety of
aircraft operatlons.

iI NOTIFICATION OF INCIDENTS
.
An incident, .defined as an, occurrence other than an accident, which affects the safety - ,

of aircraff operations, is a prelude to an accident. A thorough and. objective

- Investigation of aircraft incidents will, reveal defieiencles , in operational techniques, .
aircraft design, manufacture, maintenance and human performance etc. which. in turn
.should lead to the formulation of appropriate corrective actions to obviate their
recurrence.

The accident prevention programme is . a continuous search for detection and

@irnination of all such factors, which are hazard to safety of aircraft operation. One of
the.best and most effe& methods for accident ,pre,vention,is proper and systematic
investigation of incident.

Keeping the above stated objective. in view,, Aircraft ~ u l e swere amended by

incorporating Rule 77B, 77C and 77D vide AIC No.10 of 1980 dated 7h J U I ~1980.
Wlth the,,-promulgation of these .Rules, It Is incumbent .on the part of "pilot-In-
command, the owner, the operator and the'hlref of any of such aircraft to notify the
incident to Director General of Civil.Aviationwithin 48 hrs, of its occurrence.

. The experience has, however, revealed .that, at times,. the incidents have not been
-. - .--, -- ... .,, m t i f ~ dby. -incidentwhich occurred in--- ----- -. +-.
- a n y m e of the involvedhagencies.-.-An.unreported --- -
the recent past pertains to a scheduled flight which landed at an aerodrome under
%eather conditions below the prescribed minima'. The pilot-in-command of the aircraft
made numerous attempts to land under adverse weather conditions even though Duty
. -..1
-..- .. Air Traffic Control Officer had advised him to divert to other airfield. The pilot, &;::;j %
.
....
J

:.+
:.,:: '
, .
 AIR-INDIA CHARTERS LIMITED
OPERATIONS MANUAL
I CHAPTER -34 . ACCIDENT PREVENTION 8 FLIGHT SAFETY PROGRAMME PAGE 34-33 1
....
.'.; ,
. ,
. however, persisted in his attempts to land at the airport and ultimately landed. This
incident could have resulted into a catastrophe. It is perhaps ironical to state that such

critical situation was brought to the notice of the Director General of Civil Aviation by a
passenger after a few days of the occurrence.

There have been numerous enquiries about t h e "exact qualification" of an occurrence

to metit its reporting as an incident. It is true that definition of an incident is not
specific, but it is important to bear in mind that occurrence becomes reportable "if it
endangers or if not corrected would endanger the aircraft, its occupants or any other
person". This criterion is to be used at all occasions.

The occurrences listed below, which are likely to endanger the safety of aircraft
operations would come under the category of incidents and shall be reported to the
-Director General of Civil Aviation (Attention Director of Air Safety) as-well as to the
concerned Regional Controller of Air Safety'stationed at Delhi, Bombay, Hyderabad
and Calcutta Airports depending upon the location of occurrence. These occurrences
shall be reported'by the Pilots, Engineers, Air Traffic Controllers, Operators and Civil
Aviation Officials, as soon as they know or have reasons to'believe that occurrence has
taken place. The information related to the incidents' should be passed to all
concerned by the fastest means possible, e.g. telephone, telex etc. etc.

The use of FDWCVR data will be made where it is necessary for the proper
investigation of .'more significant occurrences'. The type of occurrences for which flight
recorders could ,be most useful are those in which deviation from normal flight path or
normal flight parameters have taken place. Modem aircraft use more comprehensive
recorders, which are capable of, providing additional va~uabledata on wider range of
occurrences and judicious use of the same by the investigator will enable him to
determine the circumstances and precise cause of the incidents.

The bird strike incide-ntand air-misses are not listed in the appendix. These incidents
will continue to be reported in the existing forms and procedures.

.1 .TheDirector General of Civil Aviation would appreciate co-operation of all concerned in

notification of enclosed listed incidents.
 A . I ~ - ~ LCEMRTEXS
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INTENTIONALY LEFT BLANK

I AIR-WLA CHARTERS LIMITED

35.1.1 JIEFIN~ION
... .
The Dangerous Gods (DG) are adides or substances which are capable o l posing a
significanl risk to health, safety or lo properly when transpoded by air.

Dangerous goods may be divided Into three categories

1. Those Mvflicl~are ACCEPTAOLE for Air transporlation, provided all the provisions
of the lATA ~eguldionsare complied with.
2. Those which are FORBlOOEN for Air-transpodation.
3. Those which are EXPECTED from the provisions nf the instructions.

Dangerous goods are classified into nine classes reflecting the type of risk involved.
but Ihe order In which they are listed does not irnply a relative degree of danger.

Class 1 Explosives
Class 2 Gases
Class 3 Flammable Liquids
Class 4 Flammable Solids
Class 5 Oxidsing substances & Organic peroxides
Class 6 . Toxic (Poisorcous) 8 Infectious subslafices
Class 7 ' .' Radioactive materials
Class 8 Carrosjves
Class 9 Misc. D.G's; like magnetized materials, acelaldehyde anrmonia,
expandable polystyrene beads and lhe'otherswhich are nol covered it1
abave classes.

O ~ I ~ ~ Zgoods S identified by proper shipping nanres & UN nun~bers,

~ C U are
. . -. - .. .
Danqzrous G m d s Lisl: This list in lable form contains a list of the DG mosl con~n~only
offered for transport by air.lt contains information rela!ing to the classi~icalior~,
Labeliing, packing, l l ~ epermitted qlranlity lin~ilalionsper package on boll1 passenger
and carga aircraf.

PACKING

The packaging rnalerial must I>c01 good qual~lya;id the packaging well conslructcd All
encinsures nlrlst 112 S ~ C U I Oer~ougl~
10 ensi!rT: llial no leakage will he caused t j y
vihatizl) 01 I l y sliil~lgcsi r l I ~ I I ~alu~c.
~JC I
Iiuri~id~ty,!)~
1 ) ~c s s u r c

- ., - ., .- - . .
<,\I ! , ~~!:.-I.;
 . OPEEWTIONS MANUAL
I PAGE35-2
..
DANGEROUS GOODS . - CHAPTER 35 1

A package must be marked with proper .Shipping Name and UN .number, In case of
Overpack Inner marking must be clearly visible. Proper marking shotrld be there for
packages containing Explosives, Radioactive MateriaIs, Refrigerated Liquilied gas.
. . Carbon Dioxide Sotid (Dry Ice).

' on passenger ,aircraft. ,. ,.

Carw Abcrafl Only Label : Packages an wiicll this label appears must not c loaded
.

Packases Orientation Label: Packages bearing this, label must always be handled &
Stpwed In the upright position as Indicated by the snbw
35.1.7 HANDLING
Unit load devices must be inspecled and found free from any evidence of leakage from
or damage to any DG cdntaio therein.
Packages o l Dangerous Goods niust be sscured to prevent movement iri fligli(.
Darlgarous Goods nlusl be carried in at3 Aircraft Callin occi~picdby (Ias:ir:ngcrs of' or1
l l ~ cI-lrylll Deck of an Aircrart, expccl'as permitted for excepled DG and for excepted
Radioactive material. DG may be carried in a Main- Deck Cargo Cornpartmen1 of a
Passenger Alrcrafl provided that the Cornpadment meets all the certification
requiremenls for' a Class 0 cargo compartment. A class 8 -Compartment must be
accessible lo the crew members , il must have a smoke' or fire detection system to
give warning on t h e flight deck and rnusl be.fitled with fire resislant liners.
. .\
Packages bearing ' ~ a ~ n e l i r e Malerial
d' Labels" rnusl not :be loaded in such a position I

thal they v;ill have a significant eflecL on thc reading rnagnelic compasses or on Ihc .
--i
master conlpass delector units.
Not more lhan one sell-inflating life-raft or a ircrafl survival kit or aircra it evacua(i0n
slide 111aybe loaded in any in accessible cargo hold.
I Packages bearing the package orientalion 'This Way Up" must be stowed accordingly.
i
Poisonous or infectious substances must not be stored in the same hold with animals,
substances marked as or known to be lood-slulfs, feeds or otl?er edible materiais. This
does not apply if the Poisons and tocd-stuffs are.toaded in separale unit load devices
and cullen slov~edor1 Ihe aircra A , 'are not adjacenl lo each ,other, or if thc Poisons or
infectioussubsta~rcesare loaded in one closed crnil load devices and lhc Ii~n&-sl~rff :rrc
l 3i1clIlic1closed urlil load dev~ce. -
I ~ s d c r111
. -
Loading and stcvv.age o[ Radioac!ive Materials is based on I l ~ -Transporl-Index
e (Tlj .
The 1-1 is a convenient unit lor indicalillg radialion level of a package cunlaillirlg
_ . * _ _.
-.-.-
radioaclive materials.

The carriage of Dry Ice in (he aircrah is limited l o 2001;~)s.

A lolal 01 riol rno:e Ilia11 ;OOkys. riel nrass ol expmdal~lcpoIyslyrcn:? :lcz.:ls cs;
~llateria!.may be carried in any' in-accessible Ilotrl 01 all:!'
granules 01 plaslic r~louldi~~g
aircra f I
 A I R - W I A CHARTERS =ED
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..- -.. I CHAPTER 35 , DANGEROUS GOODS . ' PAGE 55-3 1
- 4. 1

-, . 35-2 QANCEROUS GOODS INCIDRhlTS REPORTING

BEPORTING PRoCEPURgs BY FLIGHT -CREW AS PER ICAO
REOUIREMENlS.
-
As per provision codained in,ICAO Annex 18 The Safe Transport of dangeroGs
goods by air, the Pad-ln-Commandshould Inform appropriate air traffic service unit, for
the inlormatIan l o the aerodrome authorities, ol any dangerous goods on board, If an
Inflight emergency w r s , if the dtuatlon,permits, the..lnformation should include the
pmpr shIpplng names, class, subsldia,~risks for'whlch levels are required, the
cornpalibility and keation abroad (he aircraft of the daigerous goods.
. . board by transmitling the UN
If a le'ngthy message Is lmpossib(e, Identify the DG on
-. numbers. . ,

An operator musl report DG asddents and incidents to the appropriate authority of Ihe
- stale in which the accident or iddent has ocwrred. This information is required to
minimise any hazards that might be-created due lo damage to the Dangerous Goods.

'
All ihe pilots are required to comply with the ICAO provlsions and are also advi'sed the
following :
a) Follow t t ~ ?quick reference hand book (QRH) 61 the respective aircraft' in case
of smokelfire.

b) Ensure ihal all crew (induding cabin crew lhrough IFS) have been informed
. regarding location of dangerous goods on board as per NOTAC (Nolificalion
tq Commander).
C) In case olemergency landingfor landing at non schedule airporl, ensure that
wmpartrnenl in which dangerous goods are being carried is cordoned off and
ground personnellemergency services oT the airport are informed.
35-2.3 PROVISION OF INFORMATION TO FLIGHT C E

The Pilot -In-command should be notified prior to departure, written inrormat ion
coricerning Dangerous Goods .(DG). The 'Special Load Notihation To Caplain' musl
be ieadily available lo the commandel- during fligtit, this gives-informationwhich is very
usefulin case of'an In-flight emergency. ihis gives l l ~ ecorrect name & the UN number.
the ch-araderisticsB emergency response drill code of a DG, which helps to handle Ihc
DG and to inform the ATC. _ __ -.--- - - .-
When taking over an aircraft at-transit stop, the pilot-in-comr;~andmus: ensure lhat he
receives the viritlen nt~lificationform for those OG. which remain on board, as well as
for any just loaded.

PiIot.in-Command must be aware about the localion o f a n y wheel chairs with spillable
b a t l e r i ~ sinstalled or of any packed spillable balleries laken froni r*rhee! chairs.

---- --- - -- ,- - ..- .... -.-

. , . , . - . .. _
.. . _ ..
GI. 1'3.21704
 AIR-INDIA CHARTERS LIMZTED

In addiljon to, . and, in certain ailua'ioons, prior lo, reporting arb incident or accident
'involving
. . hazardous ~aterials,certain actions may be necessary to prevent further
damage or to proted pefsohs Qr property.
, . .

J n Event of Fire

. Fire produces dangerous or toxic smoke and gases.

Flighi Crew members: Immediately don oxygen masks arid smbke goggles, go o n
100% oxygen (emergency mode). Crewmember asslgned to fight an inflight lire sl~all
don the ?BE before entering the cabin area to light the fire. Consult the 'Noiilicatior~ to
Pilot-lnbrnrnand' f6rm for basic. fire extinguishing agent informalion. If - time and
clrcumstar;ccs peytl, another crewnrember shall also consuIt the 'Emergency
Response Guide,boqkD (or specific Instructions regarding actidn lo be taken.

In Event br S~lllaqe,Leakase, or ~ l & h a r q eof hazardous materials may create a

dangerous situation. If fumes, gases, . or smoke are . detected, crewmembers:
immediately don oxygen masks and smoke goggles, go on 100%' 02. Before
investigaling the spillage,. crewmembers shouid consult (he 'Not ifrca t ion (0 Pilot In
Command' and, time permitting, the 'Emergency Response Guidebook", to determine
,the danger lo which they may be exposed.

Sequence of Actions to be carried out:

P Folow the appropriate alrcraftemergency procedures for Fire or Smoke removal.
A smoking 'ban should b.e lntrodukd when fumes or vapours are present and be
mdinued-for(he rehain,derof the flight.
k Conslder landlng as soon as possible.
P Consider turning Off non-essential electric power. Retain power only Lo ihose
.instnrments, syslems and corjlro(s necessary for the wnlinued safely of (11e
airccafi. Do not restore power until il is posilively safe Lo do so.
P .
Determine the source of srnoke/iu~es/fire Ellective fire-fighting or mntainmenl
procedures can k s l be accomplished when h e srrurce of lhe iicidenl is
idenlificd.
For Dangerous ~ o o d sincidents in the passenger cabin, refer Cabin Crew
Checklisl and co-ordinate CockpiUCabin Crew ailions.
5 Delermine emergency response drill code.
Use guidance iron1 aircrafl emergency response diills char1 lo t~elpwill1 incident.

inforn~ationofaerodrome autl~orities.
----
Nolily ATC atleast UN number of any Dangerous Gods on board for tllc
<, - . -

After Innding dlscnrbsrk passcrigcrs iirld Crew belore opening any cargo
cornpadment doors.
 AIR-IWLA CHARTERS L J M T T E ~
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OPEIRATIONS MANUAL - .-
I CHAPTER35 DANGEROUS GOODS . PAGE 35-5 1
1

.P Inform ground ~ersonneli~rner~enc~

sewices bf nature of item and where
stowed. ,.,! 1.
.'I-
P Make appropriate.entry In maintenance log book.

.
.$ Notify Pilot-In-Command ,

P ldentifytheltem
In case of Clra:
P - Use standard procedure1check use of water
In case of splllage or leakage:
P Collect surgiwlgloves( From physician i it)/ asbes'tas'gloves
P Don rubber gloves & smoke hood or use lull face mask-portable oxygen .
P Move passenger away form area & distribule we1 towcts or cloths
P Plaee dangermrs goods Item in polyethylene bags
P Stow polyethylene bags
P Treat affected seat cushipnsl covers In the same manner as DG item. Cover
spillage on carpet/ floor
P ' Regularly insm items slowed away1 contaminated furnishings.

After Landing
'
Identify to ground personnet OG ilern.& where stowed . .
Make appropriate en!ry in mainlenance lag

351 ACCEPTABLE IIANGEROUS GOODS

Alcoholic. beverages, not exceeding 70% albhol by volume. carried' by
passengers or mew as carry-on or checked baggage when packed in receptacle
of less than 5L '

Nonradioactive medicinal or ;oilsl~artides(including aerosols).' The total net

quantity of all such articles carried by each passenger or crew member does pot
exceed 2 kg or ZL and the net quantity of each single article does nu[ exceed
0.5 kg or 0.5 L The term 'medial or toilet arlides' is intended to include such
items as hair spray, perfumes,colognes and medicines containing alcol~ols.
Small carbon dioxide gas cyt/nders worn for theoperation of mechanical limbs.
Also spare cyliriders of a similar size i[-reqtured b n s u r e an adequale supply lor
the duration of the journey.
Carbon dioxide, solid (dry ice ) in quantilies not exceeding 2 kg -per passenger
when used to pack perishables no1 subjecl :o these Regulations in carry-on
baggage, or wik Ih'e approval of Ihe bperalor in checked baggage, provided the
package perniits the release of carbon dioxide gas. .
Safety matches or a lighter inlended for use by an individual when carried on
ones's person.

However. lighters conlaining unabsorbed liquid fuel (other Ihan liquef~cdgas),

lighter fuel and lighter refills are nal permilted on one'i person nor in checkkd or
c ~ y - o baggagc.
n
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Radiolsotoplc erdlac pamakers o r other devices, lnduding those powered by
lilhlum batteries, Impjanted Into a person, or radio-pharmaceuticals contained.
.. within the body of 8 person as the result of medical beatment. Hair curlers --
I'contalnlng hydrbrbon gas, no more than'one pernpassengeror crew m a b e * '

- '! - provided that lha safety-war Is seelirety fitted over the heating element. These
:<... halr curlers must not be used on board fie air~raffat any time. Gas refills for
-,.\-.
I<:
-...a
such c.u,de~ are-not pemktd In checked or drry-gn baggage.
-
g) :\he B p p v a j of, tha operator(s), . small
.W.@ . gaseous .owgen ar air cylinders
.
rer&lied'fd.r rnedikl, use'. . .
-

h) WiUI the apprcv'al of the operalor(s), as Ckdted .baggageonly, securely boxed.

darlrldges for sptlng purposes, h qt~anllUesnot exceeding 5 kg gmss weigh!
l.,:
. , per passenger I Qpersonal
~ uae, exdudlng srnmuriltiog 4 t h eqlpshre or.
+
.,:.;-.j. lnoendlaj projectiles. Allowances for more than one passenger must not be
....
:+.-:I
..
. 1
mblned Into oiie or more packages. .
. ..
.....
... i) With the epkoyal or the 'operator wheel chalrs with, non-spillable balteries, as
.'.
i.'.
..>.I a
checked baggage, provided that Ihe battery Is disconnected,the battery krminals
:.::;. are lnauleted k'prevent aceldenlal shod circuits. mdd the battery is secured
attached to the $belchair or mobllity devla.
Note: Refer atlachsd Annexes
1 55-5 GENERA L CONS~-D
ERATI~N
The following are consideratipns which may need lo be taken into account in assessing
an appropiate of action to take in the event of an incident involving dangerous
goods.' These .considerations apply whether the aircrafi involved is carrying
passengers, cargo i r both. '
i
I. Coorideralion should always be given to landing is soon as possib!e. If the
situation permits, !he relevant air traffic services should be informed of the
dangerous.goods on hoard.
2. The appropriate fire or smoke removal emergency pr~gdureapproved lor the
aircrafl type should always be carried out. Flight crew oxygen mask and
:;:
regulators must k .on and selecled to the 100 per cent oxygen position to preven!
.....
,...
.-.,-...
:.:.,! .a
tha inhalation of smoke' of lumes. Using Ihe appropriate smoke removal
....
.-->., emergency promdures shduld reduce the concentration of any contamination afid

:; -I
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.. 1
: , .'i
:.:.:
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3.
. help lo avoid fear&lation of wntaminated air. Air-conditioning systems shourd
be operated al'maximum capacity and all cabin air vented overboard (no
recirculation of air) in arder lo reduce the cmncentration o l any contamination in
the air and to avoid recirculalion of contaminated air.
Reducing altitude will reduce Ihe rale of vaporbation of liquid and m a y reduce Ihe
rale of leskage, bul it may increase the rate of burning. Conversely, increasing
>>>-' .- . altilude may reduce Ihe rate of burning but m y b ~ ~ ~rate t oh e
f vaporisalion
..>y/
: ._.I
Or leaking. If there is structuraI damage or'the risk of an explosion, considera!ion
+,,:>>,:.id
,.... should be give! to keeping the differential pressure as low as possibIe.
4. The rate. of ventilalion should not be reduced in an attempl lo extinguish a hre, as
tnis will have an incapacitaling effect on the passengers.without signilicantly
afecling t h e fire. Passengers are likely lo suffocate through lack of Oxygen
before a fire is exlinguished. Passenger suriival chance,^ are greatly enhanced
by ensuring maximum cabin venlilation.
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OPERATIONS MANUAL,'
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5. Gas-tight breathing e'quipmeni should always b e worn when attending an incident
lnvolvlng fire or fumes. The use of therapeutic;' masks with portable oxygen
bottles or the passenger drdwut oKygen system ,to assist passengers in a
smoke-or fume-fillad cabln shouid ,not be considered. Since considsrable
quantities of fumes or smoke would, be Inhaled through Ihe valves or holes in the
masks. A more effective aid 'to,. passengeis in a . smoke- or fume-filled
environment would be [he.use of wet towet or doth held over the mouth and nose.
A wet towel or doth aids in filtering Is more effective at doing this than a dry towel
or cloth. Cabin crew should take prompt action: If smoke or fumes develop and
move passengers away from Ihe are: involved and, if necessary, provide wet
towels or cloths and give Inslruclions to brealhe through hem.
6. In general, water should not be used on z spillagk or when fumes are present,
since it may spread Ihe spillage or increase the rate of fuming. Consideration
should alsb. be given to the possible presence of eleclrical components when
using water exlingu1shers;'b;ul see 10)
-7. Besides the mandatory emergency equipment that'is carried on an, aircrafi and
the emergency response kit provided by soma operators,,many other i:ems tan
bc lou:~dtllal can be pul to good use. These include :

w bar or catering b x e s
H over gloveslfire resistant gloves
r polye!hytene bags . I

H blankets -
r lowels

8. Hands should always be prolecled before touching suspicious packages or

boltles. Fire-resislanl gloves or oven gloves covered by polyethylene bags are
likely to give suitable protection.
9. Care should always be taken when mopping up any spillagc or leakage lo cnsurc
llrere will be no reaclion between w h a t is lo be used (or mopping up and :he
dangerous goods. If it appears lilere could be a reaction. mopping up should not
be attempted but the spillage shouId be covered with polyethylene bags. If
polyelhylene bags are not available, care should be taken lo ensure ihere will be
no reaclion between whatever is used to conlain the item and the item ilself.
10. If a fire has been dealt with successfully and it is obvious Ihat .inner packagings ,
are intacl, consideralion should be given lo using water lo coll Ihe packages and
thus avoid the possibility of re-ignilion, bul see 6)
11 A smoking ban should be inlroduccd when-lurnesdr vapours are presenl.
12. In any incident in which rescue and tire-fighling (RFF) personnel corne to the
aircraft, either when dangerous goods are'the cause of Ihe incidenl or when
dangerous goods are being carried on Ihe aircraft and are not direc:ly invofved
in the incident, a procedure should be eslablistied l o ensure that the Pilol-in-
Command 's dangerous goods noliricalion form is immedia:ely made available lo .
Ihe RFF services. Such a procedure mighl require [he firsl flight crew member lo
evenl of an emergency evacuation la detivcr 1 t - i ~Pilot-in -
C aircraft in I l ~ e
~ L . ~ Vthe
Comnland's noliticalion lo the senior metuber of the RFF personnel.
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I . PAGE 35 - 8 .- DANGEROUS GOODS
CHAPTER 35, 1 ,
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I 13. 11 an accident involves, a-chemicalsubslance which can be identified (by the U N
i proper 'shipping name or number, or by any other means), it may be possible, in
. , some circumslances, to obtaln helpful information from the various national
chemlcal data 'banks. These data banks normally m'aInlaln 24-hour lctcphonc
1
,aoceksIbllity and so can-bo reach0d.b~a phone,patch procedure. Example of
d( such data banks are :
Fq
! ~ n l t e dStates .' CHEMTREC
'wilhln' Unltes States call 800424-8300
oulslde UnRd Stales call 202 483 7616
. .
...
:;.:,:I
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Canada
~all6139966666
- CANUTEC
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A:
-
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.-
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, 35-6 P w G u ROU$GOODSCA3l1N
Apart ,from the. exciptions. listed in Pad-9 of lhe Technical Instructions, dangerous
goods are not permmed in the passenger cabin. Nevertheless, dangerous goods may
be carried into the cabin by passengers who are unaware of or deliberately ignore, the
requirements of the Technial lnslnrdions concerning passangers and their baggage,
It Is also possible that en Item to which a passenger Is legitimately entitEd ;e.g. an item
far medical puiposes) may cause an Incident.
. ,

Note : Cabin crew checklist for dangergus .goods incidenls in the passenger cabin
during flight.

35-7 ~ANGEROUS ;GOODS 1 THE m~eru;r,oorr CARGO

Dangerous goods may.be carried as cargo in Ihe underfloor cargo compariments,

Spillage or leakages are unlikely to be detected during' flight unless they cause
noticeable lumes in the passenger cabin. or on the flight deck. In the event of
leakage, the air hi the .passenger cabin and on the flight deck may
. - have become
1" -. '

flammable, irritating or loxic. Non-essen~iaIelectgcs should be turned off and smoking

.,.
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should be prohibited. 'Also, Ihe crew should use full face masks; (100 percent oxygen)
...... .. 1,
:'....,
..::i.,
...-.. . . or smoke hoods. Werever possible, the passengers should be provided wilh wet
towels or clolhs for use over the nose and mouth.

Smoke or fire: in an underfloor cargo compartment may not have origicsled from any
dangerous goods loaded in that comparlrnent. Such goods, however, may bs af[ecled
by any fire. Standard aircsaft emergency proceduresshould -afmysbe lolloded to d ~ a I
with the smoke or fire. '

In some aircraH there is access from inside the aircrall l o underlloor Class 0 cargo
compartqenls. In gemral, even if access is possible, an entry should no! be made
since this will allow.air:'to enler the compartment, which may cause a worsening of the
situalion. .
 , . OPERATIONS MANUAL -'

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. 1 CHAPTER 35 DANGEROUS G 0 0 0 S ' PAGE 3 5 8 1
If an hadent ha.s a&en h an underlloor cargo compartment, Re passengers and crew
should be evacuated from the aircraft before any attempt Is made to open the cargo
wmpar~rnent'doow. The cargo compadment doors should . . be ope
emergency wdces :inaHendanm.
.
PLIGHT CREW CHECKLISTFOR DANGEROUS GOODS INCIDENTS
H Follow the appropriate a m f l arnergenw procedLres for fire or smoke
:removal
M No smoking sign ON

' .'Consider landing as soon,aspossible

Determine source of smokeffurneslfire

'

-Consider tumlng OFF nonhssenllal eledrical power -

' . .
'

or dangerous goods:Jnddents In 'the passenger cabin, see cabin crew

'checklist and mdlnate cockpiudabln crew act@ris:'
Determine emergency response drill code
U Use guidance from &craft emergency response drills chart to help deal with
incident
U If lime availablz, nolily ATC ol atleasl UN number of any dangerous goods
being carried

Disembark passengers and crew before opening any cargo qmparlrnenl

doors
Inform ground penonneUernergency sewices of nature of item and where
slowed
8 Make appropriate entry in maintenance log
35-9 PF+TFIEDCT-LFXKJJSTF O R IlANCrEROI.JS GOODS INCIDENTS
I

FOLLOW THE APPROPRIATE AlRCRAFr EMERGENCY PROCEDURES FOR FIRE

OR SMOKE REMOVAL - .

Self explanatory.

NO SMOKING ON
':rL
A smoking ban should be introduced men-fum3-o'r .vapours ale present and be
dontinued'forthe remainder of 'the.flighl.
CONSIDER LANDING PS SOON AS POSSlBLE

Because ol the dificuIlies and pbssibly disastrous consequences of any .dangzrous

gods incident, consideralion should be given to landing as swn as possible. The
decision to land at the neiresl suil~bleacrodromc should be ~nadaearly ra!hcr Itmn
la[@,W e n an insidenl nray have deyeloped lo a very critical p~int.severely reslricling
operational ilexibilily.
 .- -7

! NON-ESSENTIALELECTRICALPOWER
CONSIDERTURNING~FF
!
!
- As the lnddent may be caused'by elec&ical pmblems or a eleclrical systems may be .
i
I affeq@ by any i-t, and parlieulady as fmhting a.&vIties,etc., hay damage
....
electric systbms: hnn 'off all rion%rientlalele-1 Items. Retain power pnly to,those
.'...-
...--::< 1 lnsttqmen6.(iys?emsand kpntpli n m s a r y formthe'cpntlnued safety of the aircraft. bd
...
.-..]
<:
..-
<- .. I - .. 'not testore power &titlL Is poslUvely sere to do so.
.. . .
- I
. DETERMINESOURCEOFSMOK~FUMES~IRE
:r '
The sour& of any smokelfumesllire may be da(lwl1 lo 'delermlne. Effedive fire:
.....
- -.
fighting or containment procedures can best ba ammplished mn the source of the
,
Incldenl is Identified. , .
-.
.-.
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. , - 1 . FOR OANGEROUSGOODS INCIDENTS' IN PASSENGER CABIN. SEE CABIN
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CREW CHECKLIST AND CO-DROINATE CQCKPIT!CA,BIV CREW ACTIONS.
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lncldents in (he .passenger cabh sh&ld be daaM with by lhecabln crew using the
appropriate deddist and procedm, It is ,essentislthat me caWn crew and the fllghl
u e w madinate the$ ,actions and that Bach:k kept fully.informed of the othefs
i adions and Intentions,

I: . DETERMINEEMERGENCYRESPONSE DRILL CODE -

When ihe Item has been identified, the corresponding entry on the Pilot-in-Command's

I : dangerous goods qotirqtion form should be found. The applicable emergency

response drill code may -bglven on Ihe notiliCath form, or if not given, can be found
1 . by noting the proper shipplng name or the UN number of thq nolification form and
i uslng the a!phabe!iwl or riumerjml list of dangerws goods. If (he item causing Ihe
!
lnddent Is not listed on ihe notlfibtlon form, an aKernpt should be made to determine
the name or the nalke.of the subslan&. The alphabetl~llist can then be used 10
determine the emergency respons0 drill code.
Note : The alphabelical and numerich lists referred Id are. those in Section 4 of this
. *..
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., document. . . '
....,
....
...
*1
<<-
.. -
-<

. .., - ..
,
- USE GUIDANCE FROM AIRCRAFT EMERGENCYRESPONSE
DRILLS CHART TO
....
,
. . .i HELP :DEAL WITH INCIDENT
....:j
...
:;.:I

-1I he drill wde assigned to an item of dangerous gwds consisls of a number lrom 1 to
! ,lo, plqs.3 single letter. Referring to the charttof emergency response drills, each drill
number corresponds 'lo a line of information mcorning the risk posed by that
!
substance and guidance'on ihe preferable actipn&_hjlshwIdhe taken. ,The drill letter
...... is' shown separately .on the drilL chart; It indicates other possible hazards of the
-.....,
..,.
-...-.
*.*.
...... -.-
*

substance. In some cases the .guidance.glven by Ihe drill number may be further
......
..-.
.. -.-."
1
given by Ihe drill letter.
refined by the lr~formali~n
14
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1 'CHAPTER 35
OP~RATIONS 'MANUAL.I
. . DANGEROUS GOODS PRGE 3 5 - f I 1
tF TIME AVAICABLE, NOTIFY ATC OF ATLEAST UN NUMBER OF ANY
DANGEROUS GOODS BEING CARRIED
If'an ffllghl emergenq.oocufs, the Pilot-In-Cammand should hlorm the appropriate air
.Mfflc Services unit, for h e infomation of aerodrome authorities, of any dangerous
goods on board. If the situatlon permlts, the infomatjon should include the proper
shipplng names, dass .and subsidiary risks for wfilch labels are required, he
compatibility group for Class 1 and the quantity and location aboard Ihe aircraft of the
dangerous good$. If a lengthy message Is Imposslbk, Identify the-dangerous goods on
board by lransmlttingthe UN numbers (Annex 18.9.5).
. ,
. .
AFTERLANDING . I

Even it has not been necessary to mmptete an emergency evacuation after landing.
passengers and crew should disembark before any atlempt is made fo open the cargo
compartment d ~ o r sand before, any further action i$ taken La dcal with a dangerous
Qoods inddent. The cargo compartment doors should be opened with the emergency
seryices in attendane.

INFORMGROUND PERSONNEUEMERGENCY SERVICES ,.. OF NATURE OF ITEM

AND WHERE STOWED

Upon arrival,.take the necessary steps to Identify to Ihe ground staff where the item is
stowed. Pass on by (he 'quickest available means all information about Ule item
including,when appropriale, a copy ol the notification to Pilot-in-Comnland.

'An entry should be made in the maintenance tog thal a check needs to be carried out
10 ensure Wat any leakage of spiiage of dangerous' goods has not damaged the
aircrafl structure or systems and that some airmfl equipme'nt (e.g. fire extinguishers,
emeigency response kil, elc.) may need replenishing or replacing.

35-10 ~ C A ~ X N C R E W C I ~ E C K L
IN TIIE PASSENGER CA5IN DUMPJG-l%WT I r

INITlAL ACTION
Noliry Pi!ot-in-Conrmand
Identify the ilem

Use standard procedurelcheck use of waiz!

 'r 1
In case of spillage or leakage :-
Collect emergency response kit or olhei useful:ltems.
8 Don rrrb~.glovgsand,smoke hood or smoke mask'' portable oxygen
8 -thove p a k g i r i M y from area .and-dlslributewet towels or Clams
U Plice dangerous goods ltem In polyethylene bags
. Stow plyethyleng baga
I Treat affeded seal '~shlonslmvers1n the same manner as dangerous goods :.
,. Item
. ' .
. .
- Cover splllags on.carpeVfloor . .
Regularly.lnspeat itenis slowed away/antaminated furnlshlngs
AFTER LANDING -

Identify to ground persohnel dangerous goods ltem and where stawed

M Make appropriate entry In maintenance log

. ,

NOTIFY PILOT-IN~OMMAND'

Any-incident cqncerning dangerous goods-should be notified 'immediately to Ihe Pilot-

in-Cdmmand who should be kept Informed of all actions taken and of (heir effec!. It is
essential that the cabin crew and (he flight crew coo:dinate lheir actions and that each
be kept fully informed of the gthets actions and intentions.

I
I
IDENTIFY THE ITEM

Ask the passenger concerned' lo identify the item and indicate its potenlial hazards.
. . f he passengermmay be able to ilve some guldance on the hazard($) invotved and how
h8se could be dealt with: If the.passenger can Identify [he item, refer to Sectian 4 for
appropriate emergency response drill.

On aircrait with only one cabln crew member, consuIt with the Pilot-in-Command as to
whether the aid of a passenger should be sought in dealing wilh the incident. '

IN CASE OF FIRE __ _ _ _ ---- .-

USE STANDARD PROCEOUREICHECK USE OF WATER
Standard emergency procedures must be used to deal wilh ary fire. In general. water
should not be used on a spillage or when fumes' are present since it may spread the
spillage or Increase the rate of fuming. Consideration should be given to the possiMe
presence ofe!ectrical componen!~when using water exlingi~ishers.
IN CASE OF SPILLAGE OR LEAKAGE , . .
..
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CHAPTER 35 ' DANGEROUS GOODS . PAGE 35-13 1
COLLECTEMERGENCYRESPONSEKIT OR OTHER USEFUL ITEMS
Collect,emergency response Wt, if provided, or collect. for use in dealing with the
SpIttage or leakage. I,
..' .
r a supply of wper towels dr ne&spapers.or other absorben1,paper fabric (e.g.
seat cushion covers, head rest protectors); , . ,
. .. oven gloves u lire-reslstant gloves, if available;
ratleasthAl~~polyeth~newasteblnbagS;and . '
atbast three smaller polyethylene..bagr,sukh as mate used for duly-he or
,barsales or, U none avallable, alrtdckness bags. .

DON RUBBER GLOVES. AND SMOKE - HOOD od SMOKE MASK --PORTABLE

OXYGEN

The hands should a b y s be.prol&ed before touching suspicious packages or items.

Fke-resistant gtoveg or oven gloves covered by p~fyethylenebags are likely to give
suitable protection. - .

Gas-tight breathing equipment should always be wom when attending to an incident..

Involving smoke, fumes or fire.
.'
M.OVEPASSENGERS AWAY F k o AREA
~
, The use of lherapeulic marks tyiih padable oxygen bottles-or the passenger drop-out
o%ygensystem to assist passengers in a smoke or fume-filled passenger cabin should
not be considered since considerable quanlities o l fumes or smoke wouId be inhaled
through the valves or holes in the masks. A more ,effective aid to passengers in a
smoke or fume-filled environment would be the use oChawet towel or doth held over the
mouth and nose. A wet towel or doih aids In filtering arid is more effective at doing this
than a dry towel or d h . Cabin c r ~ wshould iake prdinpt adion il smoke or fumes
develop and move passengers away lrom the area involved and, if necessary. provide
wet towels or cloths and give instmclions to breathe through them,

PLACE DANGEROUS GOODS ITEM IN POLYETHYLEME BAGS

With emergency response kit

If it is absolutely certain Il~althe ilcnl wiIl not crealca protllem the decision nray be
'
made not lo move it. In mosl circumslanc~$,'it~~li%e better to mot6 the item and this
should be done as suggested below. Place the item in a polyethythe bag as follows :-

prepare two bigs by rolling up the sides and placing them on the floor;
place Ihe item inside the firs1 bag wilh the closure or the ilen!. or the poinl from
which it is leaking lrom its container. at the lop; '
take-off the rubber gloves whilst avoiding skin contact wilh any contamination
on Ihe~n;
place Lhe rubtxr gloves in the second bag;
dsse [he [irsl bag whilsl squeezing out l l ~ excess
e air;
l ,open end of the iirs! bag and use a bag 'lie lo lie it sufficienlly liglll (0
l n ~ sIhe
be secure bul nol so tig hl thal gressure equal~sationcannot lake place;
 . ..
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0P.ERATIONS MANUm
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place the first bag (wntalning the item) in the, second bag, which already .
.. contains the' q b k r gloves and secure the open end in the same mailnet as
that used forthe first bag. '

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.?. , Wi?hno emetgenci.re'sponse
, .... . klt. .

?- :,,
-. ~i=k-up the kern and &ce It in a'poyetthylene bag. €~suiethe receptacle urntaining
' - the dangerous goods-lskept uptjght or the.area of lsakage ls.at the top. Using paper
p spillage, afier having 'asoertained there will.be no
towels, newspaper, etc. i n d p ~ ~the
reactlon bekeen what. Is to b e used to mbp up-and the dangerous goods. Place the
soiled towals, ete. ~n-anofierpoIye&ylene bag. Place *e'g!oves'and bags used to
. - profed the hands elthgr In a separate small polyethylene bag ot wlth the soiIed towels.
. If 61?ra bags are not-avatlable, pram the towels, gloves, etc. In the same bag as the
Item. Expel excess air.,fromthe bags and-close tightly so as lo be secure but no so
tight mat 'pressure equalialion cannot tska'place.
STOW POLYETHYLENE BAGS
I .'
If there is a catering or bar box on board, empty any contents and place the box on the
floor,with the door upward; Place the bag(s) containing the item andany soiled towels,
etC. In the box and close the door. Take the box or, if ltwre Is no box, the bag(sj to a
position as far away as possible from the flight deck .and passengers. If a galley cr
toilet is fitted; consider taklng the box or bag(s) against Ihe pressure bulkhead or
fusdag0 wall. If a galby Is used, the box or bag(s) can be stowed In an emply waste
bin container. If a tollet is used, h e box can be placed on (he floor or (he bag(sj
stowed In an empty waste container. The toilet door should be locked from the outside.
In a pressurlsed alrcrafi, If a tollet is used, any funlss will be vented away from
passengers. Howeve?, If the airwaft Is unprassurised there may not be posilive
pressure in a toilel to preventlumes away from entering the passenger cabin.

. Ensure m e " movlng a box Ihat the opening is kept upward or when moving a bag thal
either receptacle containing the dangerous goods is kept uprigM or the area o l laakage
is kepi at the top.

Wherever the box or bag[s) have been located, wedge them firmly in place to prevent
them from moving aid'to keep the ilem upright. Ensure (hat the position of tlre box or
bags will nal impede disembarkation from the aircraft.

TREAT AFFECTED SEAT CUSHlONSlCOVERS IN THE SAME MANNER AS

DANGEROUS GOODS ITEM ,.
_. -. - ---&

Seat cushions, seat ,backs ar other furnishings which have been contaminated by a
spillage shoclld be remaved from their fixtures and placed in a large bin bag or other
polyelhylsne bag. together with any bags u s ~ diniiially to cover them. They should be
stowed away in the same'rnanner as (he dangerous goods ilem cmsing the incident.
 . .
.,
I CHAPTER 35 i
,. DANGEROUSGOODS .. . :;r
&.

PAGE 35-1 5 1
. COVER SPILMGE ON CARPEflFLOOR a

Cover any spnlage on the carpet or fumlshlngs wilh a.waste bag or other polye!hylene
bags, .if available, If not;use airsickness bags opened out so that the plastic side
coversthe spltlage or use the plastf~covered emergency Information cards. ,

---
.>
.-..
.-I.-,

...,.
.
.... . ,
.-
.,....*,
a
Carpel which has b a n contaminated by splllage and which is still causing fumes
despite being m e r e d , should be roll& up, If .pas-stble, and placed In a largo bin ba,g or
.-.
..I

other polyethylene hag. It should. t !a placed In a waste'bln and stowed, when possible, :
either in the reac tobt or rear galley, If the carpet canriot be,removed it shoutd remaln
covered by a large bin bag or polyethyiene bags, etc, and additional bags should be
usedtoieducethefumes. -'

REGULARLY. INSPECT ITEMS STOWED AWAYICONTAMINATED FURNISHINGS

Any dangerous goods, contadhated furnishings or equipmenl which have been
remove and slowed.away uc covered lor safety should be subject lo regular inspection.
. AFTER LANDING

IDENTIFY TO GROUND PERSONNEL DANGEROUS GOODS ITEM AND'WHERE

STOWED
Upon arrivag takethe necessary steps to identify to the ground sldf where'the item is
stowed. Pass on all intormation about the item.
MAKE APP~OPRIATEENTRY IN,MAINTENANCE LOG
Make an entry In the aircraft rnalntenance log so (hat proper maintenance aclion is
undertaLen and that the emergency response kit or any aircrafl equipment used is
replenished or replam when appropriate.

35-42 URCRAlT EMERGENCY RE$PONSE DRILLS

'
1. COMPLETE APPROPRIATE AIRCRAFT EMERGENCY PROCEDURES.
2. CONSIDER LANOlNG AS SOON AS PRACTICABLE
3. USE DRILL FROM THE CHART BELGW
DRILL INHERENT RISK TO RISK TO SPILL OR LEAK FIRE- ADOlT!O?rAL
HO

1.
RISK AIRCRAFT

Erplosion nlay Fire andlor

OCCUPANTS PROCEDURE
-, -
FlGHTlNG
- .- - :-PROCEDURE -
COHSIOERATlOtlS
- .
As dicaled Use 100% orygen: All , agents Possible abrupl
cause explosion by Ihe drill no smoking according io !ass of
slnrclural :eller(sl availabilily: pressurisalion
failure use slandaru
--
2. 0 Gas. non. Minima As indicaled Use 100% origen:
tlarnmable. by the drill eslablish
plessr!re m a y leltcr(s]
creak lhazard
- in firc or 'P' drill Ictlcr