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Ops Manual Part A, B & C

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0% found this document useful (0 votes)

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Ops Manual Part A, B & C

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Captchandan Kumar

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OPERATIONS MANUAL CD–OPS–001

RECORD OF REVISIONS

Issue & Year of Entry Designation of person

incorporating revisions
Revision No.

1. Issue I 1996 ED (Ops)

2. Issue II 2004 ED (Ops)

3. Issue III 2013 ED (Ops)

4.Issue IV 2015 ED (Ops)

10.

11.

12.

13.
OPERATIONS MANUAL CD–OPS–001

RECORD OF REVISION Issue-IV Rev.0 01 NOV

2015

After insertion of each revision, enter revision date as listed on the revision
letter after corresponding revision number.
OPERATIONS MANUAL CD–OPS–001

TABLE OF CONTENTS Issue-IV Rev.0 01 NOV

2015

TABLE OF CONTENTS

CHAPTER NAME OF THE CHAPTER

PAGES
PART A
ADMINISTRATION AND CONTROL
CHAPTER 0 1-10
OF OPERATIONS MANUAL
RESPONSIBILITIES OF OPERATIONS
CHAPTER 1 PERSONNEL PERTAINING TO THE 1-46
CONDUCT OF FLIGHT OPERATION
FLIGHT AND CABIN CREW FLIGHT
CHAPTER 2 1-24
AND DUTY TIME LIMITATION
CHAPTER 3 NAVIGATIONAL EQUIPMENT 1-6
LONG RANGE NAVIGATION
CHAPTER 4 1-2
PROCEDURES
CHAPTER 5 RADIO LISTENING WATCH 1-20

CHAPTER 6 MINIMUM FLIGHT ALTITUDE 1-6

CHAPTER 7 AERODROME OPERATING MINIMA 1-50

RE-FUELLING / DE-FUELLING OF
CHAPTER 8 1-4
AIRCRAFT
CHAPTER 9 GROUND HANDLING PROCEDURES 1-16
PILOT-IN-COMMAND OBSERVING
CHAPTER 10 1-10
AN ACCIDENT
CHAPTER 11 SUCCESSION OF COMMAND 1-20

CHAPTER 12 FUEL AND OIL REQUIREMENTS 1-14

CHAPTER 13 OXYGEN REQUIREMENTS 1-10

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CHAPTER 14 MASS AND BALANCE 1-20

CHAPTER 15 DE-ICING / ANTI-ICING 1-2

CHAPTER 16 OPERATIONAL FLIGHT PLAN 1-12

STANDARD OPERATING
CHAPTER 17 1-104
PROCEDURES
CHAPTER 18 USE OF CHECKLIST 1-12
DEPARTURE CONTINGENCY
CHAPTER 19 1-2
PROCEDURES
CHAPTER 20 ALTITUDE AWARENESS 1-4
USE OF AUTO PILOT AND AUTO-
CHAPTER 21 1-2
THROTTLES IN IMC
CHAPTER 22 ATC CLEARANCE 1-4

CHAPTER 23 BRIEFING PROCEDURES 1-4

ROUTE AND DESTINATION
CHAPTER 24 1-4
FAMILIARIZATION
STABILIZED APPROACH
CHAPTER 25 1-2
PROCEDURES
CHAPTER 26 RATES OF DESCENT POLICY 1-4

CHAPTER 27 INSTRUMENT APPROACH 1-4

PRECISION AND NON-PRECISION
CHAPTER 28 INSTRUMENT APPROACH 1-22
PROCEDURES
PROCEDURE FOR NIGHT AND IMC
CHAPTER 29 1-12
INSTRUMENT APPROACHES
CONTROLLED FLIGHT INTO
CHAPTER 30 1-8
TERRAIN AND GPWS
AIRBORNE COLLISION AVOIDANCE
CHAPTER 31 1-4
SYSTEM (ACAS)
CHAPTER 32 INTERCEPTION OF CIVIL AIRCRAFT 1-6

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2015

AEROPLANES OPERATED ABOVE

CHAPTER 33 1-2
15000 M (49000 FT.)
FLIGHT SAFETY PROCEDURES AND
CHAPTER 34 ACCIDENT PREVENTION 1-54
PROGRAMME
CHAPTER 35 CARRIAGE OF DANGEROUS GOODS 1-32
SECURITY INSTRUCTIONS AND
CHAPTER 36 1-28
GUIDANCE
CHAPTER 37 SEARCH PROCEDURE CHECKLIST 1-8
INSTRUCTIONS AND TRAINING FOR
CHAPTER 38 THE USE OF HUD AND EVS 1-2
EQUIPMENT
RVSM AND PERFORMANCE BASED
CHAPTER 39 1-6
NAVIGATION (PBN)
MINIMUM NAVIGATION
CHAPTER 40 1-2
PERFORMANCE STANDARDS
CHAPTER 41 ETOPS / EDTO 1-2

CHAPTER 42 SINGLE PILOT NIGHT IFR 1-2

CHAPTER 43 SINGLE-ENGINE NIGHT IMC 1-2

PART B
CERTIFICATE LIMITATION AND
CHAPTER 1 1-6
OPERATING LIMITATIONS
CHAPTER 2 EMERGENCY PROCEDURES 1-14
CLIMB PERFORMANCE WITH ALL
CHAPTER 3 1-2
ENGINE OPERATIVE
CHAPTER 4 FLIGHT PLANNING DATA 1-2
CROSS WIND AND TAIL-WIND
CHAPTER 5 1-2
COMPONENTS
CHAPTER 6 MASS AND BALANCE 1-2

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CHAPTER 7 LOADS 1-2

CHAPTER 8 AIRCRAFT SYSTEM AND CONTROL 1-2

CHAPTER 9 MINIMUM EQUIPMENT LIST (MEL) 1-2

CHECKLIST OF EMERGENCY AND
CHAPTER 10 1-2
SAFETY EQUIPMENT
EMERGENCY EVACUATION
CHAPTER 11 1-4
PROCEDURES
CHAPTER 12 EMERGENCY PROCEDURES 1-2

CHAPTER 13 SURVIVAL EQUIPMENT 1-2

CHAPTER 14 GROUND AIR VISUAL CODE 1-2

AOM – ADDITIONAL SAFETY
CHAPTER 15 1-2
MARGIN
PART C

CHAPTER 1 ROUTE AND AERODROMES 1-2

CHAPTER 2 MINIMUM FLIGHT ALTITUDE 1-2

CHAPTER 3 AERODROME OPERATING MINIMA 1-2

CHAPTER 4 MINIMA 1-2

CHAPTER 5 CLIMB AND LANDING LIMITATION 1-56

PART D

FLIGHT CREW TRAINING 1-2

4
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INDEX Issue-IV Rev.0 01 NOV

2015

INDEX

CHAPTER PARA CONTENTS PAGE

NO. NO. NO.
0 0.0 ADMINISTRATION AND 0-1
CONTROL OF OPERATIONS
MANUAL
0.1 OPERATIONS MANUAL 0-1
0.1.1 INTRODUCTION 0-1
0.1.2 AUTHORITY AND 0-1
COMPLIANCE
0.1.3 DISTRIBUTION OF 0-3
OPERATIONS MANUAL
0.1.4 CARRIAGE OF 0-3
OPERATIONS MANUAL ON
BOARD
0.1.5 PARTS OF THE 0-4
OPERATIONS MANUAL
0.1.5.1 PART A — OPERATIONS 0-4
MANUAL PART A
0.1.5.2 PART B — AIRCRAFT 0-5
OPERATING
INFORMATION
0.1.5.3 PART C — ROUTE 0-6
MANUAL
0.1.5.4 PART D — TRAINING 0-6
MANUAL
0.1.6 CONTROL OF OPERATIONS 0-6
MANUAL
0.1.7 COMMON LANGUAGE FOR 0-7
COMMUNICATION
0.1.8 CARRIAGE OF MANUALS 0-7
ON BOARD
0-2 SYSTEM OF AMENDMENT 0-8
AND REVISION

1.1.9.6 CREW ADVOCACY 1-41

1.1.9.7 OPERATIONAL STAFF 1-42
RESPONSIBILITIES
1.1.9.7.1 DUTIES & 1-42
RESPONSIBILITIES OF
FLIGHT DESPATCHERS
1.1.9.7.1 IN THE EVENT OF AN 1-43
a EMERGENCY A FLIGHT
DISPATCHER SHALL
1.1.9.7.2 PREFLIGHT DUTIES 1-44
1.1.9.7.3 POST FLIGHT DUTIES 1-44

2 2.1 FLIGHT AND DUTY TIME 2-1

LIMITATION AND REST
REQUIREMENTS
2.1.1 DEFINITIONS 2-2
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2.1.2 THE DGCA APPROVED 2-5

COMPANY SCHEME

3 3.0 LIST OF NAVIGATIONAL 3-1

EQUIPMENT TO BE
CARRIED
3.1 NAVIGATION EQUIPMENT 3-1
FOR OPERATION UNDER
IFR

4 4.0 EXTENDED RANGE TWIN 4-1

ENGINE OPERATIONS
(ETOPS)

5 5.0 THE CIRCUMSTANCES IN 5-1

WHICH A RADIO
LISTENING WATCH IS TO
BE MAINTAINED
5.1 COMPANY 5-1
COMMUNICATION
5.1.1 AIR TO AIR 5-2
COMMUNICATION
5.1.2 LISTENING WATCH ON 5-2
COMPANY FREQUENCY
5.2 INTENTIONALLY LEFT 5-15
BLANK
5.3 COMMUNICATION 5-15
5.3.1 INTRODUCTION 5-15
5.3.2 TIME SYSTEM 5-15
5.3.3 LANGUAGE TO BE USED 5-15
5.3.4 R.T. OPERATING 5-16
TECHNIQUE
5.3.5 R.T. DISCIPLINE 5-16
5.3.6 TESTS 5-17
5.3.7 USE OF ABBREVIATIONS 5-17
AND CODES
5.3.8 PRIORITY OF MESSAGES 5-17
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5.3.9 COMMUNICATIONS — 5-18

COMPANY/RADIO
5.3.9.1 INFORMATION 5-18
NORMALLY REQUIRED
5.3.9.2 VHF, HF/SSB COMPANY 5-18
COMMUNICATION
6 6.0 THE METHOD OF 6-1
DETERMINATION AND
APPLICATION OF
MINIMUM ALTITUDES
6.1 PROCEDURE TO 6-2
ESTABLISH MINIMUM
ALTITUDE / FLIGHT
LEVELS FOR VFR FLIGHTS
6.2 PROCEDURE TO 6-2
ESTABLISH MINIMUM
ALTITUDE / FLIGHT
LEVELS FOR IFR FLIGHTS
6.2.1 MINIMUM SAFE ENROUTE 6-2
ALTITUDE( MEA)
6.2.2 APPLICATION OF 6-2
MINIMUM ALTITUDES FOR
IFR FLIGHTS

7 7.0 THE METHOD FOR 7-1

DETERMINING
AERODROME OPERATING
MINIMA
7.0.1 TERMINOLOGY 7-1
7.0.2 AERODROME OPERATING 7-12
MINIMA (AOM)
7.0.3 APPROACH AND LANDING 7-13
CONDITIONS
7.0.4 CONVERSION OF 7-14
REPORTED
METEOROLOGICAL
VISIBILITY TO RVR/CMV

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7.0.5 CLASSIFICATION OF 7-21

AEROPLANES
7.1 COMMENCEMENT AND 7-23
CONTINUATION OF
APPROACH (APPROACH
BAN POLICY)
7.1.1 STABILIZED APPROACHES 7-24
7.1.2 NON-PRECISION 7-24
APPROACHES
7.1.3 VFR OPERATING MINIMA 7-24
7.2 AERODROME OPERATING 7-26
MINIMA - LANDING
7.3 TAKE-OFF MINIMA 7-36
AERODROME OPERATING
MINIMA – TAKE OFF
7.4 TAKE-OFF ALTERNATE 7-39
AERODROME
7.5 TAKE-OFF AND LANDING 7-40
AT AERODROME HAVING
NO INSTRUMENT
APPROACH PROCEDURE
7.6 COMMANDERS’ 7-41
RESPONSIBILITY
7.7 PRESENTATION OF 7-41
AERODROME OPERATING
MINIMA
7.8 RUNWAY VISUAL RANGE 7-41
(RVR).
7.9 METEROLOGICAL 7-43
CONDITIONS &VISIBILITY
7.9.1 PREVAILING VISIBLITY 7-43
7.9.2 MEL REQUIREMENTS 7-44
7.9.3 INTENTIONALLY LEFT 7-44
BLANK
7.9.4 PROHIBITION OF LANDING 7-44
BELOW MINIMA
7.9.5 VISUAL APPROACH 7-45
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7.10 COMMENCEMENT OF 7-46

FLIGHT IN ACCORDANCE
WITH THE INSTRUMENT
FLIGHT RULES
7.10.1 DEPARTURE AERODROME 7-46
7.10.2 FLIGHT CONTINUATION 7-46
7.10.3 AWO DESCRIPTION OF 7-47
OPERATIONS
PROCEDURES
7.11 PRECISION APPROACH 7-47
CAT 1
7.13 LOW VISIBILITY TAKEOFF 7-49
OPERATIONS
8 8.0 SAFETY PRECAUTIONS 8-1
DURING REFUELING WITH
PASSENGERS ON BOARD
8.1 REFUELING / DE-FUELING
OF AIRCRAFT WHEN 8-1
PASSENGERS ARE
EMBARKING, ON BOARD
OR DISEMBARKING
8.1.1 REFUELLING WITH APU IN 8-3
OPERATION
8.1.1.1 REFUELLING WITH 8-4
ENGINE RUNNING WITH
PROP BRAKES ON (HOTEL
MODE)
8.1.2 PRECAUTIONS IN CASE OF 8-4
FUEL MIXTURES

9 9.0 GROUND HANDLING 9-1

PERSONNEL (FLIGHT
DESPATCHERS)

11.5 CREW HEALTH 11-6

PRECAUTIONS
11.5.1 THE REGULATIONS AND 11-6
GUIDANCE TO CREW
MEMBERS CONCERNING
HEALTH
11.5.1.1 ALCOHOL 11-6
11.5.1.2 NARCOTICS 11-7
11.5.1.3 DRUGS 11-8
11.5.1.4 SLEEPING TABLETS 11-8
11.5.1.5 PHARMACEUTICAL 11-8
PREPARATIONS
11.5.1.6 IMMUNIZATION 11-10
11.5.1.7 SCUBA DIVING 11-10
11.5.1.8 BLOOD DONATION 11-10
11.5.1.9 MEAL PRECAUTIONS 11-10
PRIOR TO AND DURING
FLIGHT
11.5.1.1 SLEEP AND REST 11-11
0
11.5.2 PRE-FLIGHT MEDICAL 11-12

12 12.0 COMPUTATION OF 12-1

QUANTITIES OF FUEL AND
OIL TO BE CARRIED
12.0.1 AIRCRAFT FUEL 12-1
12.0.2 FUEL AND OIL 12-2
REQUIREMENTS
12.1 COMPUTATION OF 12-3
MINIMUM FUEL TO BE
CARRIED BY AIRCRAFT
12.2 EXTRA FUEL 12-7
12.2.1 AUTHORITY OF THE PIC 12-8
12.2.2 EXTRA FUEL 12-9
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REQUIREMENT DUE
FLIGHT PLAN UNDER
MEL/CDL
12.3 FUEL MONITORING 12-9
12.3.1 LOW FUEL STATE/ 12-9
DECLARATION OF
EMERGENCY
12.3.2 ENDURANCE TIME DUE TO 12-10
ADDITIONAL FUEL
12.3.3 PRESENTATION OF 12-10
INFORMATION &
DOCUMENTATION
12.4 FUEL TANKERING 12-10
12.5 RECORDS 12-11
12.6 FUEL CONSERVATION 12-11
AND ECONOMY
12.7 FUEL ADVISORY 12-11
12.8 FUEL AND OIL SUPPLY 12-12

13 13.0 GENERAL 13-1

13.1 THE CONDITIONS UNDER 13-1
WHICH OXYGEN MUST BE
PROVIDED AND USED
13.1.1 OXYGEN SUPPLY AND USE 13-1
13.2 CREW OXYGEN 13-2
REQUIREMENT
13.2.1 CRJ-700 13-2
13.2.2 ATR-42 13-5
13.2.3 CABIN CREW AND 13-6
PASSENGER OXYGEN
REQUIREMENT
13.2.3.1 PASSENGER 13-6
13.2.3.2 PRECAUTION WHEN 13-7
PASSENGER EMERGENCY
OXYGEN IN USE
13.2.3.3 PORTABLE OXYGEN 13-7
CYLINDER
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14 14.0 INSTRUCTIONS FOR MASS 14-1

AND BALANCE CONTROL
14.1 GENERAL PRINCIPLES OF 14-1
MASS AND CENTRE OF
GRAVITY
14.1.1 DEFINITIONS 14-1
14.1.2 METHODS PROCEDURES 14-3
AND RESPONSIBILITIES
FOR PREPARATIONAND
ACCEPTANCE OF MASS
AND CENTRE OF GRAVITY
CALCULATIONS
14.1.3 POLICY FOR USING 14-4
STANDARD WEIGHTS
14.1.4 METHOD FOR 14-5
DETERMINING
APPLICABLE PAX
BAGGAGE AND
CARGOMASS
14.1.5 PASSENGER BAGGAGE 14-6
MASSES FOR VARIOUS
OPERATIONS
14.1.6 VERIFICATION OF 14-6
VARIOUS TYPES OF MASS
AND BALANCE
DOCUMENTATION
14.1.7 LOAD AND TRIM 14-7
DOCUMENT
14.1.7.1 LAST MINUTE CHANGE 14-7
14.1.8 SPECIFIC GRAVITY OF 14-8
FUEL AND OIL
14.1.9 SEATING POLICY / 14-8
PROCEDURES

15 15.0 OPERATIONS FROM AN 15-1

AIRFIELD WITH ICING ON

13
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THE RUNWAY OR ON THE

AIRCRAFT STRUCTURE IS
NOT PERMITTED

16 16.0 GENERAL 16-1

16.0.1 SPECIFICATIONS OF THE 16-1
OPERATIONAL FLIGHT
PLAN
16.0.2 POLICY FOR FLIGHT 16-3
DOCUMENTATION /
RETENTION OF FLIGHT
PLAN FOLDERS
16.1 PREPARATION 16-4
RESPONSIBILITY AND
ACCEPTANCE OF OFP
16.2 MANUAL FLIGHT PLAN 16-10

16.2.1 FLIGHT PLAN FORMAT 16-10

16.2.2 REMOTEFLIGHT DISPATCH 16-10
17 17.0 STANDARD OPERATING 17-1
PROCEDURES (SOP) FOR
EACH PHASE OF FLIGHT
17.1 FLIGHT PREPARATION 17-1
INSTRUCTIONS
17.1.1 MINIMUM FLIGHT 17-2
ALTITUDES
17.1.2 CRITERIA FOR 17-2
DETERMINING THE
USABILITY OF
AERODROMES
17.1.2.1 SUNSET RESTRICTED 17-3
FLIGHT OPERATIONS
17.1.3 METHODS FOR THE 17-3
DETERMINATION OF
AERODROME OPERATING
MINIMA
17.1.4 ENROUTE OPERATING 17-4
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MINIMA FOR VFR FLIGHTS

OR VFR PORTIONSOF A
FLIGHT
17.1.5 PRESENTATION AND 17-4
APPLICATION OF
AERODROME AND EN-
ROUTEOPERATING
MINIMA
17.1.5.1 COMMENCEMENT AND 17-4
CONTINUATION OF
FLIGHTS
17.1.5.1. VFR FLIGHTS 17-4
1
17.1.5.1. IFR FLIGHTS 17-9
2
17.1.5.1. TAKE OFF 17-9
3
17.1.5.1. INFLIGHT PROCEDURES 17-10
4
17.1.5.1. INSTRUMENT APPROACH 17-10
5 TO LAND PROCEDURE
17.1.5.1. DESCENT BELOW MDA/DA 17-10
6
17.1.5.1. PROHIBITION OF LANDING 17-10
7 BELOW MINIMA
17.1.5.2 TAKE-OFF MINIMA 17-10
17.1.5.3 RUNWAY DIRECTION 17-10
VISIBILITY
17.1.5.4 COMMENCEMENT OF 17-10
INSTRUMENT APPROACH
PROCEDURE
17.1.5.5 TAKE OFF AND LANDING 17-10
AT AERODROME HAVING
NO INSTRUMENT
APPROACH PROCEDURE
17.1.5.6 OPERATING MINIMA WITH 17-11
PARTIAL AVAILABILITY

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OF APPROACH LIGHTING
SYSTEM
17.1.5.7 COMMANDER'S 17-11
RESPONSIBILITY
17.1.6 INTERPRETATION OF 17-11
METEOROLOGICAL
INFORMATION
17.1.6.1 METAR 17-13
17.1.6.2 SPECI 17-13
17.1.6.3 LANDING FORECAST 17-13
17.1.6.4 SIGMET 17-13
17.1.6.5 TAF 17-14
17.1.6.6 UPPER WIND CHARTS 17-14
17.1.6.7 SIGNIFICANT FORECAST 17-14
WEATHER CHART
17.1.7 QUANTITY OF FUEL AND 17-14
OIL
17.1.8 MASS AND BALANCE 17-14
CONTROL
17.1.9 ATS FLIGHT PLAN 17-15
17.1.9.1 SUBMISSION OF ATS 17-16
FLIGHT PLAN
17.1.9.2 CONTENTS OF A FLIGHT 17-16
PLAN
17.1.9.3 INSTRUCTIONS FOR THE 17-17
COMPLETION OF THE
FLIGHT PLAN
17.1.9.4 INSTRUCTION FOR 17-18
INSERTION OF ATS DATA
17.1.9.5 ACCEPTANCE OF THE 17-33
FLIGHT PLAN
17.1.9.6 USE OF REPETITIVE 17-34
("STORED") FLIGHT PLANS
(RPLs)
GENERAL
17.1.9.6. SUBMISSION 17-34
1
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17.1.9.6. CHANGES TO AND 17-34

2 CANCELLATIONS OF
REPETITIVE FLIGHT PLANS
17.1.9.6. STORAGE AND 17-35
3 ACTIVATION
17.1.9.6. COMPLETION OF A FLIGHT 17-35
4 PLAN
17.1.9.6. CHANGE TO A FLIGHT 17-35
5 PLAN
17.1.9.7 CLOSING A FLIGHT PLAN 17-35
17.1.10 OPERATIONAL FLIGHT 17-36
PLAN
17.1.11 OPERATOR'S AEROPLANE 17-37
TECHNICAL LOG
17.1.12 LIST OF DOCUMENTS AND 17-38
FORMS
17.2 GROUND HANDLING 17-39
ARRANGEMENTS AND
PROCEDURES
17.2.1 PUSH BACK 17-39
17.3 FLIGHT PROCEDURES 17-41
17.3.1 VFR/IFR POLICY 17-41
17.3.1.1 RULES APPLICABLE TO 17-42
ALL IFR FLIGHTS
AIRCRAFT EQUIPMENT
17.3.1.2 RULES APPLICABLE TO IFR 17-42
FLIGHTS WITHIN
CONTROLLED AIR¬SPACE
17.3.1.3 RULES APPLICABLE TO IFR 17-43
FLIGHTS OUTSIDE
CONTROLLED AIRSPACE
17.3.2 NAVIGATION 17-44
PROCEDURES
17.3.2.1 STANDARD 17-44
NAVIGATIONAL
PROCEDURES
17.3.2.2 SETTING AND CHECKING 17-45
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38 38.0 USE OF HEAD-UP 38-1

DISPLAYS (HUD) AND
ENHANCED VISION
SYSTEMS (EVS)
EQUIPMENT AS
APPLICABLE

39 39.0 RVSM 39-1

39.1 PERFORMANCE BASED 39-1
NAVIGATION

40 40.0 LONG HAUL FLIGHTS IN 40-1

MNPS (MINIMUM
NAVIGATION
PERFORMANCE
STANDARDS)

AND TAILWIND
COMPONENTS FOR EACH
AEROPLANE TYPE OPERATED
AND THE REDUCTIONS TO BE
APPLIED
5.0.1 WIND LIMITS 5-1

6 6.0 INSTRUCTIONS AND DATA 6-1

FOR MASS AND BALANCE
CALCULATIONS

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6.1 INSTRUCTIONS AND DATA 6-1

FOR THE CALCULATION OF
THE MASS AND BALANCE
6.1.1 CALCULATION SYSTEM (E.G. 6-1
INDEX SYSTEM)
6.1.2 MASS AND BALANCE 6-1
DOCUMENTATION
6.1.3 LIMITING MASSES AND 6-1
CENTRE OF GRAVITY
6.1.4 DRY OPERATING MASS AND 6-1
CORRESPONDING CENTRE OF
GRAVITY OR INDEX
6.1.5 LAST MINUTE CHANGE 6-2

7 7.0 INSTRUCTIONS FOR 7-1

AIRCRAFT LOADING AND
SECURING OF LOADS
7.1 PROCEDURES AND 7-1
PROVISIONS FOR LOADING
AND SECURING THE LOAD IN
THE AEROPLANE.

8 8.0 AIRCRAFT SYSTEMS 8-1

ASSOCIATED CONTROLS AND
INSTRUCTIONS FOR THEIR
USE
8.1 A DESCRIPTION OF THE 8-1
AEROPLANE SYSTEMS,
RELATED CONTROLS AND
INDICATIONS AND
OPERATING INSTRUCTIONS

9 9.0 MINIMUM EQUIPMENT LIST 9-1

(MEL)
9.1 MINIMUM EQUIPMENT LIST 9-1
(MEL) AND CONFIGURATION
DEVIATION LIST (CDL)

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9.2 USE OF MEL/CDL 9-3

9.3 DISPATCH CONDITIONS 9-4
9.4 OPERATIONAL AND 9-5
MAINTENANCE PROCEDURES
9.5 OPERATIONAL PROCEDURE 9-5
MEL APPROVAL CRJ 700 9-6
MEL APPROVAL ATR 42-320 9-7
MEL APPROVAL ATR 72-600 9-8
10 10.0 CHECKLIST OF EMERGENCY 10-1
AND SAFETY EQUIPMENT
AND INSTRUCTIONS FOR ITS
USE

11 11.0 EMERGENCY EVACUATION 11-1

PROCEDURE
11.1 INSTRUCTIONS FOR 11-1
PREPARATION FOR
EMERGENCY EVACUATION
11.2 EMERGENCY EVACUATION 11-1
PROCEDURE DUTIES IN THE
EVENT OF A FORCED
LANDING DITCHING OR
OTHER EMERGENCY
11.2.1 COCKPIT CREW EVACUATION 11-1
DUTIES
11.2.2 CABIN CREW EVACUATION 11-2
DUTIES

12 12.0 NORMAL, ABNORMAL AND 12-1

EMERGENCY PROCEDURES
AND CHECKLIST FOR CABIN
CREW
12.1 INSTRUCTIONS OF 12-1
PROCEDURES FOR THE
COORDINATION BETWEEN
FLIGHT AND CABIN CREW
UNDER ALL CONDITIONS.
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13 13.1 SURVIVAL EQUIPMENT 13-1

CHAPTER 0PART A

0-1 Issue IV Rev 0 01.11.2015

0-2 Issue IV Rev 0 01.11.2015

0-3 Issue IV Rev 0 01.11.2015

0-4 Issue IV Rev 0 01.11.2015

0-5 Issue IV Rev 0 01.11.2015

0-6 Issue IV Rev 0 01.11.2015

0-7 Issue IV Rev 0 01.11.2015

0-8 Issue IV Rev 0 01.11.2015

0-9 Issue IV Rev 0 01.11.2015

10 Issue IV Rev 0 01.11.2015

CHAPTER 1 PART A

1-1 Issue IV Rev 0 01.11.2015

1-2 Issue IV Rev 0 01.11.2015

1-3 Issue IV Rev 0 01.11.2015

1-4 Issue IV Rev 0 01.11.2015

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HISTORY OF Issue-IV Rev.0 01 NOV

REVISIONS 2015

HISTORY OF REVISIONS

Issue Particulars of Revision Effective Date

&Revision
Number

Issue I Rev Initial Issue 1996

Issue II Rev Inclusion of new Aircraft 2004

Issue III Rev Complete Revision as per CAP 8100 01 AUG 2013
0

Issue IV Inclusion of ATR 72-600 aircraft in 01 NOV 2015

Rev 0 AASL fleet, Recertification of AASL
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OPERATIONS MANUAL CD–OPS–001

FOREWORD / Issue-IV Rev.0 01 NOV

PREAMBLE 2015

FOREWORD/PREAMBLE

The Alliance Air Operations Manual, Issue IV, dated 01st November 2015
incorporates the latest rules and regulations in accordance with DGCA Civil
Aviation Requirements Section 2 Series O Part X Rev.4 dated 16-06-2007 and
CAR Section 8, Series ‘O’, Part VII, Issue and guidance given in the CAP
8100,First Edition - 2013. This Manual is for the guidance of all concerned and
based on the operations policies of the Company. This is a controlled document
and its holder is expected to be aware of its provisions and to ensure
compliance in day to day operations. The contents of the document are
confidential and should not be revealed to any unauthorized person.

SS UBEROI
Chief Operating Officer
01 Nov 2015
OPERATIONS MANUAL CD–OPS–001

FOREWORD / Issue-IV Rev.0 01 NOV

PREAMBLE 2015

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OPERATIONS MANUAL CD–OPS–001
PARTS A,B & C
DISTRIBUTION LIST Issue- Rev. 01 NOV
IV 0 2015

DISTRIBUTION LIST

S No. LIST OF CONTROLLED COPY HOLDERS

1 FSD DGCA HQRS
2 CHIEF OPERATING OFFICER
3 EXECUTIVE DIRECTOR (OPS)
4 CHIEF OF FLIGHT SAFETY
5 CHIEF OF TRAINING
6 AIRCRAFT LIBRARY
7 TECHNICAL LIBRARY
8 FLIGHT DISPATCH
9 INDIVIDUAL PILOT

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ABBREVIATIONS

NAME DESCRIPTIONS NAME DESCRIPTIONS

% Per cent LOC Localizer
°C Degrees Celsius LOFT Line Oriented Flight
Training
A/C Aircraft LONG Longitude
A/P Auto-Pilot LP Low Pressure
AAL Above Aerodrome LRNS Long Range
Level Navigation System
AC Alternating current LRU Line Replaceable Unit
AC Advisory Circular, LVL Level
ACARS Aircraft LVP Low Visibility
Communication Procedures
Addressing and
Reporting System
ACAS Airborne collision M Mach
avoidance system
ACMS Aircraft Condition m, M metre
Monitoring System
ACN Aircraft m/s Metres per second
Classification
Number
AD Airworthiness m/s2 Metres per second
Directive squared
ADREP Accident/incident MAC Mean Aerodynamic
reporting Chord
ADS Automatic MAG Magnetic
dependent
surveillance
ADS-C Automatic MAINT Maintenance
dependent
surveillance —
contract

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ADV Advisory MAP Missed Approach

Point
AFCS Automatic flight MAX Maximum
control system
AFM Aeroplane Flight mb, MB Millibar
Manual
AFS Automatic Flight MCM Maintenance Control
System Manual
AFTN Aeronautical Fixed MCT Maximum Continuous
Telecommunication Thrust
Network
AGA Aerodromes, air MDA Minimum descent
routes and ground altitude
aids
AGL Above Ground MDA/H Minimum descent
Level altitude/height
AH Alert Height MDA/H Minimum Descent
Altitude / Height
AIG Accident MDH Minimum descent
investigation and height
prevention
AIP Aeronautical MEL Minimum equipment
Information list
Publication
AIS Aeronautical MET Meteorological
Information Service
ALS Approach Light METAR Meteorological
System Aerodrome Report
ALT Altitude MHz Megahertz
ALTN Alternate MIALS Medium Intensity
Approach Light
System
ALTN Alternate MIALS Medium Intensity
Approach Light
System
ALTPL Airline Transport MIN Minimum, Minute
Pilot License

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Assessment System
ZFW Zero Fuel Weight

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DEFINITIONS

Throughout this manual, the use of the male gender should be understood to
include male and female persons.

Following definitions shall apply to all users of this manual.

Absolute ceiling — The maximum height above sea level at which an aircraft
can maintain horizontal flight under standard atmospheric conditions i.e., when
the rate of climb is zero.

Aerobridge — A mechanically operated, adjustable ramp to provide direct

access between aircraft and airport terminal.

Aerodrome, controlled — An aerodrome at which air traffic control service is

provided to aerodrome traffic. Note The term controlled aerodrome indicates
that air traffic control service is provided to aerodrome traffic but does not
necessarily imply that a control zone exists (ICAO Annex 2, 11, PANS-RAC).

Accelerate-stop distance available (ASDA). The length of the take-off run

available plus the length of stop way, if provided.

Aerial work — An aircraft operation in which an aircraft is used for

specialized services such as agriculture, construction, photography, surveying,
observation and patrol, search and rescue, aerial advertisement, etc.

Aerodrome — A defined area on land or water (including any buildings,

installations and equipment) intended to be used either wholly or in part for the
arrival, departure and surface movement of aircraft.

Aerodrome control tower (TWR) — A unit established to provide air traffic

control service to aerodrome traffic (ICAO Annex 2,3,11, PANS-RAC). This
includes, in particular, the control of aircraft arriving at, or departing from the
aerodrome, i.e., during actual take-off and landing and entering or leaving the
traffic circuit, taking into consideration the dimensions of the circuit, as well as
control service to aircraft on the maneuvering area (runways and taxiways) of
the
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aerodrome. Synonymous with Air Traffic Control tower.

Aerodrome operating minima. The limits of usability of an aerodrome for:

a) Take-off, expressed in terms of runway visual range and/or

visibility and, if necessary, cloud conditions.

b) Landing in precision approach and landing operations, expressed

in terms of visibility and/or runway visual range and decision
altitude/height (DA/H) as appropriate to the category of the
operation.

c) Landing in approach and landing operations with vertical

guidance, expressed in terms of visibility and/or runway visual
range and decision altitude/height (DA/H).

d) Landing in non-precision approach and landing operations, expressed

in terms of visibility and/or runway visual range, minimum descent
altitude/height (MDA/H) and, if necessary, cloud conditions.

Aeroplane — A power-driven heavier-than-air aircraft, deriving its lift in

flight chiefly from aerodynamic reactions on surfaces which remain fixed
under given conditions of flight.

Aircraft — Any machine that can derive support in the atmosphere from the
reactions of the air other than the reactions of the air against the earth's surface.

Aircraft operating manual — A manual, acceptable to the State of the

Operator, containing normal, abnormal and emergency procedures, checklists,
limitations, performance information, details of the aircraft systems and other
material relevant to the operation of the aircraft.

Note — The aircraft operating manual is part of the operations manual.

Air operator permit (AOP) — A permit authorizing an operator to carry out

specified commercial air transport operations.

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Air Operator Permit / Certificate / Certificate (AOC) A Permit / Certificate

/ Certificate authorising an operator to carry out specified commercial air
transport operations.

Airworthy — The status of an aircraft, engine, propeller or part when it

conforms to its approved design and is in a condition for safe operation.

Airborne collision avoidance system (ACAS) — An aircraft system based on

secondary surveillance radar (SSR) transponder signals which operates
independently of ground-based equipment to provide advice to the pilot on
potential conflicting aircraft that are equipped with SSR transponders (ICAO
PANS-OPS).

Aircraft ground handling — The processing of passenger, baggage, cargo

and mail, including aircraft crew, by an airline or its appointed handling agent
at an airport. IATA industry standards and procedures covering aircraft ground
handling practices and procedures, and functional specifications for ground
support equipment are contained in the IATA Airports Handling Manual.
Guidance material on aircraft ground handling procedures and practices,
including load control, handling of special loads and unit load devices, is
contained in the IATA Principles of Aircraft Handling.

Aircraft performance data — The performance data of an aircraft detailed in

the flight manual to provide the operator with the necessary information to
determine the total mass of the aircraft on
the basis of the values, peculiar to the proposed flight, of the relevant
operational parameters, in order that the flight may be made with reasonable
assurance that a safe minimum performance for that flight will be achieved
(ICAO Annex 8).

Alternate aerodrome — An aerodrome to which an aircraft may proceed

when it becomes either impossible or inadvisable to proceed to or to land at the
aerodrome of intended landing. Alternate aerodromes include the following:

Take-off alternat— An alternate aerodrome at which an aircraft can land

should this become necessary shortly after take-off and it is not possible to use
the aerodrome of departure.

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En-route alternate — An aerodrome at which an aircraft would be able to land

after experiencing an abnormal or emergency condition while en route.

ETOPS en-route alternate — A suitable and appropriate alternate aerodrome

at which an aero plane would be able to land after experiencing an engine
shutdown or other abnormal or emergency condition while en route in an
ETOPS operation.

Destination alternate — An alternate aerodrome to which an aircraft may

proceed should it become either impossible or inadvisable to land at the
aerodrome of intended landing.

Note— The aerodrome from which a flight departs may also be an en-route or
a destination alternate aerodrome for that flight.

Altimetry system error (ASE) — The difference between the altitude

indicated by the altimeter display, assuming a correct altimeter barometric
setting, and the pressure altitude corresponding to the undisturbed ambient
pressure.

Approach and landing operations using instrument approach procedures

— Instrument approach and landing operations are classified as follows.

Non-precision approach and landing operations —An instrument approach

and landing which utilizes lateral guidance but does not utilize vertical
guidance.

Approach and landing operations with vertical guidance — An instrument

approach and landing which utilizes lateral and vertical guidance but does not
meet the requirements established for precision approach and landing
operations.

Precision approach and landing operations — An instrument approach and

landing using precision lateral and vertical guidance with minima as
determined by the category of operation.

Note — Lateral and vertical guidance refers to the guidance provided either by:

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a) A ground-based navigation aid; or

b) Computer generated navigation data.

Area navigation (RNAV) — A method of navigation which permits aircraft

operation on any desired flight path within the coverage of ground — or space-
based navigation aids or within the limits of the capability of self-contained
aids, or a combination of these.

Note — Area navigation includes performance-based navigation as well as

other operations that do not meet the definition of performance-based
navigation.

Altimetry system error (ASE) — The difference between the altitude

indicated by the altimeter display, assuming a correct altimeter barometric
setting, and the pressure altitude corresponding to the undisturbed ambient
pressure.

Approach fix/point, final (FAF/FAP) — That fix or point of an instrument

approach procedure where the final approach segment commences (ICAO
annex 4).

Approach funnel — A specified airspace around a nominal approach path

within which an aircraft approaching to land is considered to be making a
normal approach (ICAO PANS-RAC).

Approach, initial (INA) — That part of an instrument approach procedure

consisting of the first approach to the first navigational facilities associated
with the procedure, or to a predetermined fix (ICAO Air Traffic Services
Planning Manual (ATSPM) Doc 9426).

Approach limit, Automatic — The point along the approach path at which
automatic approach is discontinued because of unacceptable ILS guidance
(ICAO Manual on Testing of Radio Navigation Aids Doc 8071).

Approach mode, final (FA) The condition of DME/P operation which

supports flight operations in the final approach and runway regions (ICAO
Annex 10).
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Approach mode, initial (IA) — The condition of (PAPI) An indicator

informing pilots on the precise position of the aircraft on the prescribed glide
path. This system is replacing the VASIS system and its main advantages are :

i) it is more accurate;

ii) it can be flown closer to the threshold; and

iii) it is cheaper to acquire, install and maintain.

Approach phaseThe operating phase defined by the time during which the
engine is operated in the approach operating mode (ICAO Annex 16).

Approach point, missed (MAPT) — That point is an instrument approach

procedure at or before which the prescribed missed approach procedure must
be initiated in order to ensure that the minimum obstacle clearance is not
infringed (ICAO Annex 4, PANS-OPS).

Approach procedure, instrument (IAP) — A series of predetermined

maneuvers by reference to flight instruments with specified protection from
obstacles from the initial approach fix, or where applicable, from the beginning
of a defined arrival route to a point from which a landing can be completed and
thereafter, if a landing is not completed, to a position at which holding or en-
route obstacle clearance criteria apply (ICAO Annex 2,4 PANSOPS, PANS-
RAC).

Approach procedure, missedThe procedure to be followed if the approach

cannot be continued (ICAO Annex 4, PANS-OPS, PANS-RAC).

Approach procedure, precision An instrument approach procedure utilizing

azimuth and glide path information provided by instrument landing system
(ILS) or precision approach radar (PAR) (ICAO Annex 4, PANS-OPS).

Approach procedure, racetrack A procedure designed to enable the aircraft

to reduce altitude during the initial approach segment and/or establish the
aircraft inbound when the entry into a reversal procedure is not practical
(ICAO PANS-OPS).
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Approach procedure, reversal — A procedure designed to enable aircraft to

reverse direction during the initial approach segment of an instrument approach
procedure. The sequence may include procedure turns or base turns (ICAO
Annex 4, PANS-OPS).

Approach segment, final — That segment of an instrument approach

procedure in which alignment and descent for landing are accomplished (ICAO
Annex 4, PANS-OPS).

Approach segment, initial — That segment of an instrument approach

procedure between the initial approach fix and the intermediate approach fix
or, where applicable, the final approach fix or point (ICAO Annex 4,
PANSOPS, PANS-RAC).

Approach segment, intermediate — That segment of an instrument approach

procedure between either the intermediate approach fix and the final approach
fix or point, or between the end of a reversal, racetrack or dead reckoning track
procedure and the final approach fix or point, as appropriate (ICAO Annex 4,
PANS-OPS).

Approach sequence — The order in which two or more aircraft are cleared to
approach to land at the aerodrome (ICAO PANS-RAC).

Approach slope indicator system, visual (VASIS) —A system that provides

guidance to aircraft on a visual approach to a runway. Guidance material on the
visual approach systems is contained in the ICAO Aerodrome Design Manual
(Doc 9157), as described in Part 6.

Approach time, expected (EAT) — The time at which ATC expects that an
arriving aircraft, following a delay, will leave the holding point to complete its
approach for a landing. Note The actual time of leaving the holding point will
depend upon the approach clearance (ICAO Annex 2, PANS-RAC).

Approach, visual — An approach by an instrument flight rules (IFR) flight

when either part or all of an instrument approach procedure is not completed
and the approach is executed in visual reference to terrain (ICAO PANS-RAC).

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Guidance material on the visual approach systems is contained in the ICAO

Aerodrome Design Manual (Doc 9157).

Approaches, dependent parallel — Simultaneous approaches to parallel or

near-parallel instrument runways where radar separation minima between
aircraft on adjacent extended runway center lines are prescribed (ICAO Annex
14, PANS-OPS, PANS-RAC).

Approaches, independent parallel — Simultaneous approaches to parallel or

near-parallel instrument runways where radar separation minima between
aircraft on adjacent extended runway center lines are not prescribed (ICAO
Annex 14, PANS-OPS, PANS-RAC).

Approach and landing operations using instrument approach procedures

— Instrument approach and landing operations are classified as follows.

Non-precision approach and landing operations. An instrument approach

and landing which utilizes lateral guidance but does not utilize vertical
guidance.

Approach and landing operations with vertical guidance. An instrument

approach and landing which utilizes lateral and vertical guidance but does not
meet the requirements established for precision approach and landing
operations.

Precision approach and landing operations. An instrument approach and

landing using precision lateral and vertical guidance with minima as
determined by the category of operation.

Note— Lateral and vertical guidance refers to the guidance provided either by:

a) a ground-based navigation aid; or

b) computer generated navigation data.

Categories of precision approach and landing operations:

Category I (CAT I) operation—A precision instrument approach and landing

with:
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a) A decision height not lower than 60 m (200 ft); and

b) With either a visibility not less than 800 m or a runway visual range
not less than 550 m.

Category II (CAT II) operation—A precision instrument approach and

landing with:

a) A decision height lower than 60 m (200 ft), but not lower than 30 m
(100 ft); and
b) A runway visual range not less than 300 m.

Category IIIA (CAT IIIA) operation—A precision instrument approach and

landing with:

a) A decision height lower than 30 m (100 ft) or no decision height; and

b) A runway visual range not less than 175 m.

Category IIIB (CAT IIIB) operation — A precision instrument approach and

landing with:

a) A decision height lower than 15 m (50 ft), or no decision height; and

b) A runway visual range less than 175 m but not less than 50 m.

Category IIIC (CAT IIIC) operation—A precision instrument approach and

landing with no decision height and no runway visual range limitations.

Note — Where decision height (DH) and runway visual range (RVR) fall into
different categories of operation, the instrument approach and landing
operation would be conducted in accordance with the requirements of the most
demanding category (e.g. an operation with a DH in the range of CAT IIIA but
with an RVR in the range of CAT IIIB would be considered a CAT IIIB
operation or an operation with a DH in the range of CAT II but with an RVR in
the range of CAT I would be considered a CAT II operation).

Ceiling—The height above the ground or water of the base of the lowest layer
of cloud below 6,000m, (20,000 ft) covering more than half the sky (ICAO
Annex 2, PANS-RAC).
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Celsius, degree (ºC)—The special name for the unit Kelvin for use in stating
values of Celsius temperature (ICAO Annex 5).

Cabin crew member—A crew member who performs, in the interest of safety
of passengers, duties assigned by the operator or the pilot-in-command of the
aircraft, but who shall not act as a flight crew member

Center of gravity (CG) — The point at which the total weight of an aircraft
may be considered to act as a concentrated force. See also index unit.

Center of lift (CL) — The point at which a mass in equilibrium may be said to
be supported.

Center of pressure (CP) — The point on an immersed surface at which the

pressure resultant may
be taken to act.

Clearance, en-route — A clearance covering the flight path of an aircraft after

take-off to the point at which an approach to land is expected to commence.

Note In some circumstances it may be necessary to subdivide this clearance,

e.g., into sections divided by control area boundaries or into the departure,
climb or descent phases of flight (ICAO Air Traffic Services Planning Manual
(ATSPM) Doc 9426).

Clearway (CWY) — A defined rectangular area on the ground or water under

the control of the appropriate authority, selected or prepared as a suitable area
over which an aero-plane may make a portion of its initial climb to a specified
height (ICAO Annex 4, 14).

Climate -The average condition of the atmosphere at a given location or over a

specific region which is determined by the daily weather events and their
seasonal pattern. The main climatic features include temperature, duration of
sunshine, humidity, amounts of cloud, rain, fog and frost, wind duration and
velocity, and thunderstorms.

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Climb gradient — The height gained by an aircraft expressed as a percentage

of the horizontal distance covered. The net gradient of climb is the expected
gradient of climb (the standard performance for the type in the relevant
conditions, such as altitude, mass and temperature), diminished by the
maneuver performance (i.e. that gradient of climb necessary to provide power
to maneuver) and by the margin (i.e. that gradient of climb necessary to
provide for those variations in performance which are not expected to be taken
explicit account of operationally) (ICAO Annex 6).

Climb phase — The operating phase defined by the time during which the
engine is operated in the climb operating mode (ICAO Annex 16).

Cloud (CLD) — A visible aggregation of minute water droplets and/or ice

particles. The ten main cloud groups, listed according to their height, are:

i) cirrus (CI), cirrocumulus (CC) and cirrostratus (CS) classified as high

clouds (mean heights 5000 to 14,000 m (16500 to 45000 ft);
ii) altocumulus (AC) altostratus (AS) and nimbostratus (NS) classified as
middle clouds (mean heights 2,000 to 7,000 m (6,500 to 23,000 ft);
iii) stratocumulus (SC), stratus (ST), cumulus (CU) and cumulonimbus
(CB) classified as low clouds (mean heights to 2000 m (0 to 6,500 ft).

This cloud classification is subdivided into 14 species based on their shape and
structure and 9 general varieties based on their transparency and geometrical
arrangement. Detailed information on cloud classification and coding,
including an International Cloud Album for Observers in ,Aircraft, is published
by the World Meteorological Organization (WMO).

Communication, air-ground — Two-way communication between aircraft

and stations or locations on the surface of the earth (ICAO Annex 10, 11,
PANSRAC), See also SITA Air Ground Telecommunication Services in Part 4.

Control area (CTA) — A controlled airspace extending upwards from a

specified limit above the earth (ICAO Annex 2,3,11 PANS-RAC). In a control
area other than one formed by a system of airway, a system of routes may be
established to facilitate the provision of air traffic control. See also control
sector, control zone and flight information region (FIR).

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Co-pilot (CP) — A licenced pilot serving in any piloting capacity other than as
pilot-in-command (PIC) but excluding a pilot who is on board the aircraft for
the sole purpose of receiving flight instruction (ICAO Annex 1).

Course bend, localizer — A course bend is an aberration of the localizer

course line with respect to its nominal position (ICAO Annex 10).

Commercial air transport operation — An aircraft operation involving the

transport of passengers, cargo or mail for remuneration or hire.

Configuration deviation list (CDL) — A list established by the organization

responsible for the type design with the approval of the State of Design which
identifies any external parts of an aircraft type which may be missing at the
commencement of a flight, and which contains, where necessary, any
information on associated operating limitations and performance correction.

Crew, deadheading — A crew member positioned by the operator in flight or

by surface transport (ICAO Annex 6).

Crew member — A person assigned by an operator to duty on an aircraft

during a flight duty period.

Crew member, standby A defined period during which a crew member may
be called for a duty with a minimum notice (ICAO Annex 6).

Cruise relief pilot — A flight crew member who is assigned to perform pilot
tasks during cruise flight, to allow the pilot-in-command or a co-pilot to obtain
planned rest.

Cruising level — A level maintained during a significant portion of a flight.

Cabin crew member — A crew member who performs, in the interest of

safety of passengers, duties assigned by the operator or the pilot-in-command
of the aircraft, but who shall not act as a flight crew member.

CAS (calibrated airspeed) — The calibrated airspeed is equal to the airspeed

indicator reading corrected for position and instrument error. (As a result of the
sea level adiabatic compressible flow correction to the air speed instrument
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dial, CAS is equal to the true air speed (TAS) in Standard Atmosphere at sea
level.)

Commercial air transport operation — An aircraft operation involving the

transport of passengers, cargo or mail for remuneration or hire.

Configuration deviation list (CDL) — A list established by the organization

Continuing airworthiness — The set of processes by which all aircraft

comply with the applicable airworthiness requirements and remain in a
condition for safe operation throughout their operating life.

Crew member— A person assigned by an operator to duty on an aircraft

during a flight duty period.

Cruise relief pilot — A flight crew member who is assigned to perform pilot
tasks during cruise flight, to allow the pilot in — command or a co-pilot to
obtain planned rest.

Cruising level — A level maintained during a significant portion of a flight.

Dangerous goods — Articles or substances which are capable of posing a risk

to health, safety, property or the environment and which are shown in the list of
dangerous goods in the Technical Instructions or which are classified according
to those Instructions.

Note— Dangerous goods are classified in Aircraft (Carriage of Dangerous

Goods) Rules, 2003.

Decision altitude/height (DA/H) — A specified altitude or height in the

precision approach or approach with vertical guidance at which a missed
approach must be initiated if the required visual reference to continue the
approach has not been established.

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Note1 — Decision altitude (DA) is referenced to mean sea level (MSL) and
decision height (DH) is referenced to the threshold elevation.

Note2 — The required visual reference means that section of the visual aids or
of the approach area which should have been in view for sufficient time for the
pilot to have made an assessment of the aircraft position and rate of change of
position, in relation to the desired flight path. In Category III operations with a
decision height the required visual reference is that specified for the particular
procedure and operation.

Note3— For convenience where both expressions are used they may be written
in the form “decision altitude/height” and abbreviated “DA/H”.

Decibel (dB) — A unit for measuring sound levels which expresses the ratio of
two power levels on a logarithmic scale. One decibel equals one tenth of a bel
(B).

Distance measuring equipment (DME) system — A system that provides for

continuous and accurate indication in the cockpit of the slant range distance of
an equipped aircraft from an equipped ground reference point. The system
comprises two basic components, one fitted in the aircraft, the other installed
on the ground. The aircraft component is referred to as the interrogator and the
ground component as the transponder. In operation, interrogators shall
interrogate transponders, which shall, in turn, transmit to the interrogator
replies synchronized with the interrogations, thus providing means for accurate
measurement of distance (ICAO Annex 10). For additional information, see
navigation systems in this Part.

Distances, declared
i) Take-off run available (TORA). The length of runway
declared available and suitable for the ground run of an
aeroplane taking off. Note This in most cases corresponds to
the physical length of the runway pavement (Note contained
in ICAO Doc 9051).

ii) Take-off distance available (TODA). The length of the take-

off run available plus the length of the clearway, if provided.

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iii) Accelerate-stop distance available (ASDA). The length of the

takeoff run available plus the length of the stop-way, if
provided.

iv) Landing distance available (LDA). The length of runway which is

declared available and suitable for the ground run of an aeroplane landing.
Note The calculation of declared distances is described in ICAO Annex 14
(ICAO Annex 6, 14). The landing distance available commences at the
threshold and extends for the length of the runway after the threshold. In most
cases, this corresponds to the physical length of the runway pavement.
However, the threshold may be displaced from the extremity of the runway
when it is considered necessary to make a corresponding displacement of the
approach surface by reason of obstructions in the approach path to the runway
(ICAO Airworthiness Technical Manual Doc 9051).

Distress phase — A situation wherein there is a reasonable certainty that an

aircraft and its occupants are threatened by grave and imminent danger or
requires immediate assistance.

NOTE: The code word DETRESFA is used to designate a distress phase

(ICAO Annex 11,12, PANS-RAC). A distress phase exists when:

i) following the alert phase further unsuccessful attempts to establish

communication with the aircraft and more widespread unsuccessful
inquires point to the probability that the aircraft is in distress; or

ii) the fuel on board is considered to be exhausted, or to be insufficient to

enable the aircraft to reach safety; or

iii) information is received which indicates that the operating efficiency

of the aircraft has been impaired to the extent that a forced landing is
likely; or

iv) information is received or it is reasonably certain that the aircraft is

about to make or has made a forced landing.

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Diversion, technical — The landing of an aircraft at an airport other than the

airport of origin or destination as a result of the malfunction or suspected
malfunction of any item on the aircraft.

DME distance — The line of sight distance (slant range) from the source of a
DME signal to the receiving antenna (ICAO PANS-OPS).

Downwash — The downward thrust of air by an airfoil perpendicular to its

direction of motion that assists in providing lift for the aircraft.

Drag — As applied to heavier-than-air aircraft, an aerodynamic force exerted

by the air upon an aircraft in a direction opposite to the direction of the
aircraft’s motion which retards its speed.

Drift (D) — A lateral deviation from an aircraft’s projected course.

Dangerous goods — Articles or substances which are capable of posing a risk

to health, safety, property or the environment and which are shown in the list of
dangerous goods in the Technical Instructions or which are classified according
to those Instructions.

Decision altitude (DA) or decision height (DH) — A specified altitude or

height in the precision approach or approach with vertical guidance at which a
missed approach must be initiated if the required visual reference to continue
the approach has not been established.

Note 1 — Decision altitude (DA) is referenced to mean sea level and decision
height (DH) is referenced to the threshold elevation.

Note2— The required visual reference means that section of the visual aids or
of the approach area which should have been in view for sufficient time for the
pilot to have made an assessment of the aircraft position and rate of change of
position, in relation to the desired flight path. In Category III operations with a
decision height the required visual reference is that specified for the particular
procedure and operation.

Note3— For convenience where both expressions are used they may be written
in the form "decision altitude/ height" and abbreviated "DA/H".
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Declared temperature — A temperature selected in such a way that when

used for performance purposes, over a series of operations, the average level of
safety is not less than would be obtained by using official forecast
temperatures.

Duty — Any task that flight or cabin crew members are required by the
operator to perform, including, for example, flight duty, administrative work,
training, positioning and standby when it is likely to induce fatigue.

Duty period — A period which starts when a flight or cabin crew member is
required by an operator to report for or to commence a duty and ends when that
person is free from all duties.

Emergency phase — A generic term meaning, as the case may be, uncertainty
phase (INCERFA), alert phase (ALERFA), or distress phase (DETRESFA)
(ICAO Annex 11, 12, PANS-RAC).

Emergency locator transmitter (ELT) — A generic term describing

equipment which broadcast distinctive signals on designated frequencies and,
depending on application, may be automatically activated by impact or be
manually activated. An ELT may be any of the following:

Automatic fixed ELT (ELT(AF)) — An automatically activated ELT which is

permanently attached to an aircraft.

Automatic portable ELT (ELT(AP)) — An automatically activated ELT which

is rigidly attached to an aircraft but readily removable from the aircraft.

Automatic deployable ELT (ELT(AD)) — An ELT which is rigidly attached to

an aircraft and which is automatically deployed and activated by impact, and,
in some cases, also by hydrostatic sensors.
Manual deployment is also provided.

Survival ELT (ELT(S)) — An ELT which is removable from an aircraft,

stowed so as to facilitate its ready use in an emergency, and manually activated
by survivors.

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Emergency response center (ERC) — a center established by individual

airlines to provide communications facilities and a central point of contact and
control for the handling of emergency situations arising from an aircraft
accident/incident or security incident.

Engine shutdown, in flight — An engine shutdown which occurs at any time

an aircraft is airborne or has been committed to becoming airborne.

Extended Range Operations with Twin EnginedAeroplane (ETOPS) —

Any flight by aeroplane with two turbine power engines where from any point
on the route the flight time at the one engine inoperative cruise speed to an
adequate aerodrome is greater than the threshold time.

Engine — A unit used or intended to be used for aircraft propulsion. It consists

of at least those components and equipment necessary for functioning and
control, but excludes the propeller/rotors (if applicable).

Enhanced vision system (EVS) — A system to display electronic real-time

images of the external scene achieved through the use of image sensors.

Expected — Used in relation to various aspects of performance (e.g. rate or

gradient of climb), this term means the standard performance for the type, in
the relevant conditions (e.g. mass, altitude and temperature).

Fatigue — A physiological state of reduced mental or physical performance

capability resulting from sleep loss or extended wakefulness and/or physical
activity that can impair a crew member's alertness and ability to safely operate
an aircraft or perform safety related duties.

Flight crew member — A licensed crew member charged with duties essential
to the operation of an aircraft during a flight duty period.

Flight data analysis — A process of analysing recorded flight data in order to

improve the safety of flight operations.

Flight duty period — A period which commences when a flight or cabin crew
member is required to report for duty that includes a flight or a series of flights

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and which finishes when the aeroplane finally comes to rest and the engines are
shut down at the end of the last flight on which he is a crew member.

Flight manual — A manual, associated with the certificate of airworthiness,

containing limitations within which the aircraft is to be considered airworthy,
and instructions and information necessary to the flight crew members for the
safe operation of the aircraft.

Flight operations officer / flight dispatcher — A person designated by the

operator to engage in the control and supervision of flight operations, whether
licensed or not, suitably qualified in accordance with DGCA India
requirements, who supports, briefs and/or assists the pilot-in — command in
the safe conduct of the flight.

Flight plan — Specified information provided to air traffic services units,

relative to an intended flight or portion of a flight of an aircraft.

Flight recorder — Any type of recorder installed in the aircraft for the
purpose of complementing accident/incident investigation.

Crash protected flight recorders comprise four systems;

1. A flight data recorder (FDR)
2. A cockpit voice recorder (CVR)
3. An airborne image recorder (AIR)
4. Data link recorder (DLR).

Flight safety documents system — A set of interrelated documentation

established by the operator, compiling and organizing information necessary
for flight and ground operations, and comprising, as a minimum, the operations
manual and the operator's maintenance control manual.

Flight simulation training device — Any one of the following three types of
apparatus in which flight conditions are simulated on the ground:

Aflight simulator, which provides an accurate representation of the flight deck

of a particular aircraft type to the extent that the mechanical, electrical,
electronic, etc. aircraft systems control functions, the normal environment of

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flight crew members, and the performance and flight characteristics of that type
of aircraft are realistically simulated;

Aflight procedures trainer, which provides a realistic flight deck environment,

and which simulates instrument responses, simple control functions of
mechanical, electrical, electronic, etc. aircraft systems, and the performance
and flight characteristics of aircraft of a particular class;

Abasic instrument flight trainer, which is equipped with appropriate

instruments, and which simulates the flight deck environment of an aircraft in
flight in instrument flight conditions.

Flight time — aeroplanes — The total time from the moment an aeroplane
first moves for the purpose of taking off until the moment it finally comes to
rest at the end of the flight.

Note— Flight time as here defined is synonymous with the term "block to
block" time or "chock to chock" time in general usage which is measured from
the time an aeroplane first moves for the purpose of taking off until it finally
stops at the end of the flight.

Flash point — In the transport of dangerous goods, the lowest temperature of a

liquid at which flammable vapor is given off in a test vessel in sufficient
concentration to be ignited in air when exposed momentarily to a source of
ignition (ICAO Technical Instructions for the Safe Transport of Dangerous
Goods by Air Doc 9284). This does not mean the temperature at which a liquid
ignites spontaneously.

Flight control system, automatic (AFCS) with ILS coupled approach mode
Airborne equipment which provides automatic control of the flight path of the
aeroplane by reference to the instrument landing system (ILS) (ICAO Manual
of All Weather Operations Doc 9365).

Flight, controlled — Any flight which is subject to an air traffic control

clearance (ICAO Annex 2, 11, PANS-RAC). A controlled flight shall be under
the control of only one air traffic control unit at any given time (ICAO Annex
11).

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Flight controls — Thos units and components which furnish a means of

controlling the flight attitude, characteristics of an aircraft, such as the ailerons,
elevator, flaps, rudder, stabilizers and spoilers. In most present-day commercial
aircraft, these flight controls are fully automated.

Flight information region (FIR) — An airspace of defined dimensions within

which flight information service and alerting service are provided (ICAO
Annex 2, 3,4,11, PANS-RAC). Where it is desirable to limit the number of
flight information regions or control areas through which high flying aircraft
would otherwise have to operate, a flight information region or control area, as
appropriate, should be delineated to include the upper airspace within the
lateral limits of a number of lower flight information regions or control areas
(ICAO Annex 11).ht or series of flights.

Flight Manual — A manual, associated with the certificate of airworthiness,

containing limitations within which the aircraft is to be considered airworthy,
and instructions and information necessary to the flight crew members for the
safe operation of the aircraft.

Flight operations officer/flight dispatcher — A person designated by the

operator to engage in the control and supervision of flight operations, whether
licensed or not, suitably qualified in accordance with CAR Section 7 Series
‘M’ Part II, who supports, briefs and/or assists the pilot-in-command in the safe
conduct of the flight.

Flight safety documents system -A set of inter-related documentation

Glide path (GP) — A descent profile determined for vertical guidance during
a final approach (ICAO Annex 4, PANS-RAC).

General aviation operation — An aircraft operation other than a commercial

air transport operation or an aerial work operation.

Ground handling — Services necessary for an aircraft's arrival at, and

departure from, an airport, other than air traffic services.
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Grooved or porous friction course runway — A paved runway that has been
prepared with lateral grooving or a porous friction course (PFC) surface to
improve braking characteristics when wet.

Head-up display (HUD) — A display system that presents flight information

into the pilot's forward external field of view.

Height — The vertical distance of a level, a point, or an object considered as a

point, measured from a specified datum.

Note — For the purposes of this example, the point referred to above is the
lowest part of the aeroplane and the specified datum is the take-off or landing
surface, whichever is applicable.

Holding point — A specified location, identified by visual or other means, in

the vicinity of which the position of an aircraft in flight is maintained in
accordance with air traffic control clearances (ICAO PANS-RAC).

Holding procedure — A predetermined maneuver which keeps an aircraft

within a specified airspace while awaiting further clearance (ICAO Annex 4,
PANS-OPS, PANS-RAC).

Holding stack — A ladder of holding patterns, separated vertically by one or

more thousand feet. Aircraft enter the holding pattern at the higher altitudes.
Air traffic control takes aircraft out of the bottom holding pattern and clears
them for an approach. Every time one is cleared from the bottom of the stack,
all the others descend an appropriate interval under ATC guidance. Holding
stacks are the overflow reservoir for aircraft waiting to land.

Human Factors principles — Principles which apply to aeronautical design,

certification, training, operations and maintenance and which seek safe
interface between the human and other system components by proper
consideration to human performance.

Human performance — Human capabilities and limitations which have an

impact on the safety and efficiency of aeronautical operations.

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Instrument meteorological conditions (IMC) — Meteorological conditions

expressed in terms of visibility, distance from cloud, and ceiling less than the
minima specified for visual meteorological conditions.

Note: The specified minima for visual meteorological conditions are contained
in CAR Section 4, Series E Part I.

ILS glide path — That locus of points in the vertical plane containing the
runway center line at which the difference in depth of modulation (DDM) is
zero, which, of all such loci, is the closest to the horizontal plane (ICAO Annex
10).

ILS glide path angle — The angle between a straight line which represents the
mean of the ILS glide path and the horizontal (ICAO Annex 10).

ILS glide path angle, indicated — The angle above the horizontal plane of
the indicated ILS glide path (ICAO Annex 10).

ILS glide path, false — Those loci of points in the vertical plane containing
the runway center line at which the difference in depth of modulation (DDM) is
zero, other than that locus of points forming the ILS glide path (ICAO Annex
10).

ILS glide path intercept altitude — The altitude (MSL) proposed or

published in approved letdown procedures at which the aircraft intercepts the
ILS glide path and begins descent (ICAO Manual on Testing of Radio
Navigation Aids Doc 8071).

ILS glide path sector -The sector in the vertical plane containing the ILS glide
path and limited by the loci of points nearest to the glide path at which the
difference in depth of modulation (DDM) is 0.175.

NOTE: The ILS glide path sector is located in the vertical plane containing the
runway center line, and is divided by the radiated glide path in two parts called
upper sector and lower sector, referring respectively to the sectors above and
below the glide path (ICAO Annex 10).

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Instrument meteorological conditions (IMC) — Meteorological conditions

expressed in terms of visibility, distance from cloud, and ceiling (As defined in
ICAO Annex 2), less than the minima specified for visual meteorological
conditions.

Note— The specified minima for visual meteorological conditions are

contained in Chapter 4 of ICAO Annex 2.

Jump seat — A folding seat in the cockpit of an aircraft used for an extra
flight crew member, flight inspector, or an airline/government employee on a
specific assignment.

Landing distance available (LDA) — The length of runway which is declared

available and suitable for the ground run of an aeroplane landing.

Lift/drag (L/D) ratio — The ratio of lift to drag i.e., a measure of expressing
the aerodynamic efficiency of an airfoil. Note The term lift refers to the
component of the total aerodynamic force acting upwards at right angles to the
drag to support an aircraft to become airborne.

Large aeroplane — Anaeroplane of a maximum certificated take-off mass of

over 5700kg.

Landing surface — That part of the surface of an aerodrome which the

aerodrome authority has declared available for the normal ground or water run
of aircraft landing in a particular direction.

Minimum equipment list (MEL) — A list which provides for the operation of
aircraft, subject to specified conditions, with particular equipment inoperative,
prepared by an operator in conformity with, or more restrictive than, the
MMEL established for the aircraft type.

Master minimum equipment list (MMEL) — A list established for a

particular aircraft type by the organization responsible for the type design with
the approval of the State of Design containing items, one or more of which is
permitted to be unserviceable at the commencement of a flight. The MMEL
may be associated with special operating conditions, limitations or procedures.

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Maintenance — The performance of tasks required to ensure the continuing

airworthiness of an aircraft, including any one or combination of overhaul,
inspection, replacement, defect rectification, and the embodiment of a
modification or repair.

Maintenance organization's procedures manual — A document endorsed by

the head of the maintenance organization which details the maintenance
organization's structure and management responsibilities, scope of work,
description of facilities, maintenance procedures and quality assurance or
inspection systems.

Maintenance program — A document which describes the specific scheduled

maintenance tasks and their frequency of completion and related procedures,
such as a reliability program, necessary for the safe operation of those aircraft
to which it applies.

Maintenance release — A document which contains a certification confirming

that the maintenance work to which it relates has been completed in a
satisfactory manner, either in accordance with the approved data and the
procedures described in the maintenance organization's procedures manual or
under an equivalent system.

Maximum mass — Maximum certificated take-off mass.

Minimum descent altitude (MDA) or minimum descent height (MDH) —

A specified altitude or height in a non-precision approach or circling approach
below which descent must not be made without the required visual reference.

Note 1— Minimum descent altitude (MDA) is referenced to mean sea level

and minimum descent height (MDH) is referenced to the aerodrome elevation
or to the threshold elevation if that is more than 2 m (7 ft) below the aerodrome
elevation. A minimum descent height for a circling approach is referenced to
the aerodrome elevation.

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position, in relation to the desired flight path. In the case of a circling approach
the required visual reference is the runway environment.

Note 3 — For convenience when both expressions are used they may be
written in the form "minimum descent altitude/ height" and abbreviated
"MDA/H".

Navigation specification — A set of aircraft and flight crew requirements

needed to support performance-based navigation operations within a defined
airspace. There are two kinds of navigation specifications:

RNP specification — A navigation specification based on area navigation that

includes the requirement for performance monitoring and alerting, designated
by the prefix RNP.

RNAV specification — A navigation specification based on area navigation

that does not include the requirement for performance monitoring and alerting,
designated by the prefix RNAV, e.g. RNAV 5,RNAV 1.

Night — The hours between the end of evening civil twilight and the
beginning of morning civil twilight or such other period between sunset and
sunrise as may be prescribed by the appropriate authority.

Note — Civil twilight ends in the evening when the centre of the sun's disc is 6
degrees below the horizon and begins in the morning when the centre of the
sun's disc is 6 degrees below the horizon.

Notice to airmen (NOTAM) — A notice containing information concerning

the establishment, condition or change in any aeronautical facility, service,
procedure or hazard, the timely knowledge of which is essential to personnel
concerned with flight operations. Note Class I distribution. Distribution by
means of telecommunication. Class II distribution. Distribution by means of
telecommunication. Class II distribution. Distribution by means other than
telecommunication (ICAO Annex 10,11,15, PANS-RAC). Guidance material
relating to NOTAMs is contained in the ICAO Aeronautical Information
Services Manual (Doc 8126).

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Net gradient — The net gradient of climb throughout these requirements is the
expected gradient of climb diminished by the maneuver performance (i.e. that
gradient of climb necessary to provide power to maneuver) and by the margin
(i.e. that gradient of climb necessary to provide for those variations in
performance which are not expected to be taken explicit account of
operationally).

Obstacle clearance altitude (OCA) or obstacle clearance height (OCH) —

The lowest altitude or the lowest height above the elevation of the relevant
runway threshold or the aerodrome elevation as applicable, used in establishing
compliance with appropriate obstacle clearance criteria.

Note 1— Obstacle clearance altitude is referenced to mean sea level and

obstacle clearance height is referenced to the threshold elevation or in the case
of non-precision approaches to the aerodrome elevation or the threshold
elevation if that is more than 2 m (7 ft) below the aerodrome elevation. An
obstacle clearance height for a circling approach is referenced to the aerodrome
elevation.

Note 2— For convenience when both expressions are used they may be written
in the form “obstacle clearance altitude/height” and abbreviated “OCA/H”.

Operational control — The exercise of authority over the initiation,

continuation, diversion or termination of a flight in the interest of the safety of
the aircraft and the regularity and efficiency of the flight.

Operational flight plan— The operator’s plan for the safe conduct of the
flight based on considerations of aeroplane performance, other operating
limitations and relevant expected conditions on the route to be followed and at
the aerodromes concerned.

Operations Manual — A manual containing procedures, instructions and

guidance for use by operational personnel in the execution of their duties.

Operator — A person, organization or enterprise engaged in or offering to

engage in an aircraft operation.

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Operations specifications — The authorizations, conditions and limitations

associated with the air operator certificate and subject to the conditions in the
operations manual.

Operator's maintenance control manual — A document which describes the

operator's procedures necessary to ensure that all scheduled and unscheduled
maintenance is performed on the operator's aircraft on time and in a controlled
and satisfactory manner.

Performance — based navigation (PBN) Area navigation based on

performance requirements of aircraft operating along an ATS route, on an
instrument approach procedure or in a designated airspace.

Note— Performance requirements are expressed in navigation specifications

(RNAV specification, RNP specification) in terms of accuracy, integrity,
continuity, availability and functionality needed
for the proposed operation in the context of a particular airspace concept.

Pilot-in-command — The pilot designated by the operator, or in the case of

general aviation, the owner, as being in command and charged with the safe
conduct of a flight.

Pressure — altitude An atmospheric pressure expressed in terms of altitude

which corresponds to that pressure in the Standard Atmosphere.

Psychoactive substances — Alcohol, opioids, canabinoids, sedatives and

hypnotics, cocaine, other psycho-stimulants, hallucinogens, and volatile
solvents, whereas coffee and tobacco are excluded.

Reference humidity. The relationship between temperature and reference

humidity is defined as follows:

— At temperatures at and below ISA, 80 per cent relative humidity,

— At temperatures at and above ISA + 28° C, 34 per cent relative

humidity,

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— At temperatures between ISA and ISA + 28° C, the relative humidity

varies linearly between the humidity specified for those temperatures.

Radar approach — An approach, executed by an aircraft, under the direction

of a radar controller (ICAO PANS-RAC).

Radar contact — The situation which exists when the radar blip or radar
position symbol of a particular aircraft is seen and identified on a radar display
(ICAO PANS-RAC).

Radar control — Term used to indicate that radar-derived information is

employed directly in the provision of air traffic control service (ICAO
PANSRAC).

Required communication performance (RCP) — A statement of the

performance requirements for operational communication in support of specific
ATM functions.

Required communication performance type (RCP type) — A label (e.g.

RCP 240) that represents the values assigned to RCP parameters for
communication transaction time, continuity, availability and integrity.

Radar heading — A magnetic heading given by a controller to a pilot on the

basis of radar-derived information for the purpose of providing navigational
guidance (ICAO Air Traffic Service Planning Manual (ATSPM) Doc 9426).

Radar monitoring — The use of radar for the purpose of providing aircraft
with information and advice relative to significant deviations from nominal
flight path (ICAO PANS-RAC).

Rest period — A continuous and defined period of time, subsequent to and/or

prior to duty, during which flight or cabin crew members are free of all duties.

Radar, precision approach (PAR) — Primary radar equipment used to

determine the position of an aircraft during final approach, in terms of lateral
and vertical deviations relative to a nominal approach path, and in range
relative to touchdown. Note Precision approach radars are designated to enable

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pilots of aircraft to be given guidance by radio communication during the final

stages of the approach to land (ICAO PANS-RAC).

Radar, Primary (PR) —

i) A radar system which uses reflected radio signals (ICAO
PANSRAC). The term blind velocity refers to the radial
velocity of a moving target such that the target is not seen on
primary radars fitted with certain forms of fixed echo
suppression (ICAO Air Traffic Services Planning Manual
(ATSPM) Doc 9426).

ii) The radar that displays echoes of radio energy reflected by

aircraft targets; sometimes calle draw radar. Unless special
features are designed into the radar, it will also display
terrain and clouds.

Radar, primary surveillance (PSR) — The technique of transmitting a pulse

of high-frequency radio energy in a narrow beam, and measuring the time it
takes from the energy reflected from an aircraft to return to the associated
receiver. The time difference is converted to range and the bearing is recorded
as the angle of the antenna at the time of the transmission.

Radar, secondary surveillance (SSR) — A system of secondary radar using

ground transmitters/receivers (interrogators) and airborne transponders
conforming to specifications developed by ICAO.

NOTE: The SSR code is the number assigned to a particular multiple pulse
reply signal transmitted by a transponder (ICAO PANS-RAC). Secondary
surveillance radar (SSR), which had its beginnings in wartime identification
friend or foe (IFF) systems, transmits pulses of energy which trigger response
from an airborne transponder, with range and bearing obtained in the same way
as primary radar (PR). A new application of SSR is mode S which stands for
selective.

The major difference is that every aircraft will have its own permanent discrete
code, instead of one of the present 4096 codes assigned for short periods of
time in different airspaces.

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Radar separation (RSP) — The separation used when aircraft position

information is derived from radar sources (ICAO PANS-RAC).

Radar vectoring — Provision of navigational guidance to aircraft in the form

of specific headings, based on the use of radar (ICAO Annex 4, PANS-RAC).

Repair — The restoration of an aeronautical product to an airworthy condition

to ensure that the aircraft continues to comply with the design aspects of the
appropriate airworthiness requirements used for the issuance of the type
certificate for the respective aircraft type, after it has been damaged or
subjected to wear.

Required navigation performance (RNP) specification — A navigation

specification based on area navigation that includes the requirement for
performance monitoring and alerting, designated by the prefix RNP, e.g. RNP
4, RNP APCH.

Area navigation (RNAV) specification — A navigation specification based

on area navigation that does not include the requirement for performance
monitoring and alerting, designated by the prefix RNAV, e.g. RNAV 5, RNAV
1.

Note 1 — The Performance-based Navigation (PBN) Manual (ICAO Doc

9613), Volume II, contains detailed guidance on navigation specifications.

Note 2 — The term RNP, previously defined as "a statement of the navigation
performance necessary for operation within a defined airspace", has been
removed from ICAO Annex 6, as the concept of RNP has been overtaken by
the concept of PBN. The term RNP in this Annex is now solely used in the
context of navigation specifications that require performance monitoring and
alerting, e.g. RNP 4 refers to the aircraft and operating requirements, including
a 4 NM lateral performance with on-board performance monitoring and
alerting that are detailed in ICAO Doc 9613.

Runway surface condition — The state of the surface of the runway: either
dry, wet, or contaminated:

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a) Contaminated runway. A runway is contaminated when more than

25 per cent of the runway surface area (whether in isolated areas or not) within
the required length and width being used is covered by:

— water, or slush more than 3 mm (0.125 in) deep;

— loose snow more than 20 mm (0.75 in) deep; or
— compacted snow or ice, including wet ice.

b) Dry runway. A dry runway is one which is clear of contaminants and

visible moisture within the required length and the width being used.

c) Wet runway. A runway that is neither dry nor contaminated.

Note1. — In certain situations, it may be appropriate to consider the runway

contaminated even when it does not meet the above definition. For example, if
less than 25 per cent of the runway surface area is covered with water, slush,
snow or ice, but it is located where rotation or lift-off will occur, or during the
high speed part of the take-off roll, the effect will be far more significant than
if it were encountered early in take-off while at low speed. In this situation, the
runway should be considered to be contaminated.

Note 2.— Similarly, a runway that is dry in the area where braking would
occur during a high speed rejected take-off, but damp or wet (without
measurable water depth) in the area where acceleration would occur, may be
considered to be dry for computing take-off performance. For example, if the
first 25 per cent of the runway was damp, but the remaining runway length was
dry, the runway would be wet using the definitions above. However, since a
wet runway does not affect acceleration, and the braking portion of a rejected
take-off would take place on a dry surface, it would be appropriate to use dry
runway take-off performance.

Runway surface condition (RSCD) — Whenever water is present on a

runway, a description of the runway surface conditions on the center half of the
width of the runway, including the possible assessment of water depth and
slippage, where applicable, should be made available
using the following terms:

i) damp the surface shows a change of color due to moisture;

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ii) wet the surface is soaked but there is no standing water;

iii) water patches significant patches of standing water are

visible; and

iv) flooded extensive standing water is visible.

Runway visual range (RVR) — The range over which the pilot of an aircraft
on the centre line of a runway can see the runway surface markings or the
lights delineating the runway or identifying its centre line.

Safe forced landing — Unavoidable landing or ditching with a reasonable

expectancy of no injuries to persons in the aircraft or on the surface.

Safety management system —A systematic approach to managing safety,

including the necessary organizational structures, accountabilities, policies and
procedures.

Safety program — An integrated set of regulations and activities aimed at

improving safety.

Small aeroplane — Anaeroplane of a maximum certificated take-off mass of 5

700 kg or less.

State of Registry. The State on whose register the aircraft is entered.

Note— In the case of the registration of aircraft of an international operating

agency on other than a national basis, the States constituting the agency are
jointly and severally bound to assume the obligations which, under the Chicago
Convention, attach to a State of Registry. See, in this regard, the Council
Resolution of 14 December 1967 on Nationality and Registration of Aircraft
Operated by International Operating Agencies which can be found in Policy
and Guidance Material on the Economic Regulation of International Air
Transport (Doc 9587).

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State of the Operator — The State in which the operator's principal place of
business is located or, if there is no such place of business, the operator's
permanent residence.

Serious injury — An injury which is sustained by a person in an accident and

which:

a) Requires hospitalization for more than 48 hours, commencing within

seven days from the date the injury was received; or

b) Results in a fracture of any bone (except simple fractures of fingers,

toes or nose); or

c) Involves lacerations which cause severe hemorrhage, nerve, muscle or

tendon damage; or

d) Involves injury to any internal organ; or Involves second or third

degree burns, or any burns affecting more than 5 per cent of the body
surface; or

e) Involves verified exposure to infectious substances or injurious

radiation.

Synthetic vision system (SVS). A system to display data-derived

synthetic images of the external scene from the perspective of theflight deck.

Synthetic flight trainer: Any one of the following three types of apparatus in
which flight conditions are simulated on the ground:

A flight simulator, which provides an accurate representation of the flight deck

of a particular aircraft type to the extent that the mechanical, electrical,
electronic, etc. aircraft systems control functions, the normal environment of
flight crew members, and the performance and flight characteristics of that type
of aircraft are realistically simulated;

A flight procedures trainer, which provides a realistic flight deck environment,

and which simulates instrument responses, simple control functions of

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mechanical, electrical, electronic, etc. aircraft systems, and the performance

and flight characteristics of aircraft of a particular class;

A basic instrument flight trainer, which is equipped with appropriate

instruments, and which simulates the flight deck environment of an aircraft in
flight in instrument flight conditions.

Take-off distance available (TODA) — The length of the takeoff run

available plus the length of the clearway, if provided.

Take-off run available (TORA) — The length of runway declared available

and suitable for the ground run of an aeroplane taking off.

Take-off surface — That part of the surface of an aerodrome which the

aerodrome authority has declared available for the normal ground or water run
of aircraft taking off in a particular direction.

Target level of safety (TLS) — A generic term representing the level of risk
which is considered acceptable in particular circumstances.

TAS (True airspeed) — The speed of the aeroplane relative to undisturbed air.

Technical Instructions — means the Technical Instructions for the Safe

Transport of Dangerous Goods by Air issued by the International Civil
Aviation Organization;

Threshold time. The range, expressed in time, established by the State of the
to an en-route alternate aerodrome, whereby any time beyond requires an
Operator EDTO approval from the State of the Operator.

UN numberThe four-digit number assigned by the United Nations Committee

of Experts on the Transport of Dangerous Goods to identify a substance or a
particular group of substances;

Total vertical error (TVE) — The vertical geometric difference between the
actual pressure altitude flown by an aircraft and its assigned pressure altitude
(flight level).

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Universal Time, Coordinated (UTC) — A time system whereby the time is

expressed in hours and minutes of the 24 hours day beginning at midnight
(ICAO Annex 11). UTC has replaced Greenwich Mean Time (GMT) as the
accepted international standard for clock time. It is the basis for civil time in
many countries and is also the time used in the worldwide time signal
broadcasts used in aviation.

Visual meteorological conditions (VMC) — Meteorological conditions

expressed in terms of visibility, distance from cloud, and ceiling (as defined in
ICAO Annex 2), equal to or better than specified minima.

Note — The specified minima are contained in Chapter 4 of ICAO Annex 2.

Visual meteorological conditions (VMC) — Meteorological conditions

expressed in terms of visibility, distance from cloud, and ceiling, equal to or
better than specified minima.

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CORPORATE SAFETY POLICY

Safety is one of the core business functions of AASL unit (SBU) functions. We
are committed to developing, implementing, maintaining and constantly
improving strategies and processes to ensure that all our aviation activities take
place under a balanced allocation of organizational resources, aimed at
achieving the highest level of safety performance through a Corporate Safety
Management System (SMS).

All levels of management, all employees are accountable for the delivery of
this highest level of safety performance, starting with the Chairman(CMD) and
COO of AASLand managing committee of AASL.

All the Chiefs / Exec. Directors / Departmental heads will appropriately

implement and integrate the Safety Management System (SMS) throughout the
organization to address safety of aircraft operations. The Corporate Safety
policy will be carried forward by all Functional heads to all employees and
shall be visible throughout the Organization by means of communiqué’s,
posters, website and other terms of information.

AASL which is wholly owned by Air India limited is committed to;

Support the management of safety through the provision of all appropriate

resources that will result in an organizational culture that fosters safe practices,
encourages effective safety reporting and communication, and actively
manages safety with the same attention to results as the attention to the results
of the other management systems of the organization.

Enforce the management of safety as a primary responsibility of all managers

and employees.

Clearly define for all staff, managers and employees alike, their
accountabilities and responsibilities for the delivery of the organization’s safety
performance and the performance of our safety management system.

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Establish and operate hazard identification and risk management processes,

including a hazard reporting system, in order to eliminate or mitigate the safety
risks of the consequences of hazards resulting from our operations or activities
to a point, which is as low as reasonably practicable (ALARP).

Ensure that no action will be taken against any employee who discloses a
safety concern through the hazard reporting system, unless such disclosure
indicates, beyond any reasonable doubt, an illegal act, gross negligence, or a
deliberate or willful disregard of regulations or procedures.
Comply with and, wherever possible, exceed, legislative and regulatory
requirements and standards.

Ensure that sufficient skilled and trained human resources are available to
implement safety strategies and processes.

Ensure that all staff are provided with adequate and appropriate aviation safety
information and training, are competent in safety matters, and are allocated
only tasks commensurate with their skills.

Establish and measure our safety performance against realistic safety

performance indicators and safety performance targets.
Continually improve our safety performance through management processes
that ensure that relevant safety action is taken and is effective.

Ensure externally supplied systems and services to support our operations are
delivered meeting our safety performance standards.

Ensure the promotion of safety awareness among all personnel.

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MISSION STATEMENT

The Mission Statement of AASL(Alliance Air) wholly owned by Air India Ltd.
endeavors to reach the Company Mission objectives in its operations and
policies.

MISSION OF AASL(Alliance Air)

1) GENERAL
AASL operates regular scheduled services and also operates some
nonscheduled/charter flights.

AASL aircraft and crew carry the nation’s flag to various states and
Union Territory of India. To thousands of people in these states,
AASL and its staff are synonymous with Govt of India. It is,
therefore, natural that the standard of conduct expected of crew whilst
on duty, is of the highest order and Commanders of the Company’s
aircraft will always endeavor to give the right lead and guidance to
other members of the crew.

2) OBJECTIVES

The prime objective of AASL is “to provide safe, efficient, adequate,

economical and properly coordinated air transport services”. In
carrying out this objective, the Company is to act so far as may be on
business principles.

The continued progress and prosperity of AASL depends on its

satisfactory performance of its prime duty, viz. the safe and efficient
transportation of passengers, mail and cargo. To retain the value of
this service and to attract the travelling public, it is imperative that
four factors are constantly kept in view by all those concerned with
the Company’s flight operations. These factors are:

i) Safety
ii) Passenger comfort
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iii) Regularity
iv) Economy

3) SAFETY

There are many factors involved in the achievements of safe flights. It

is the responsibility of the Engineering Department to provide aircraft
which are structurally safe and mechanically satisfactory at all times.
Despite the present “state of the art” technologies ensuring high
reliability of aircraft and aircraft systems, instances of mechanical
failure will arise from time to time, which is the responsibility of the
crew to meet with and which their training is designed to cover. Crew
will also be called upon to cope with adverse weather conditions,
failure of communication and other contingencies. To meet these as
well as the normal day-to-day flight conditions, a high standard of
ability, efficiency and technique is required from flight crew. The
Company endeavors by adopting up-to-date training methods and a
carefully designed system of checks, to ensure continued maintenance
of high standard; but the final achievement of the prime object of
safety can only beattained by constant and unremitting attention to the
following:

i) The maintenance and use of highest degree of flight technique

and efficiency,
ii) The cultivation of “airmanship”, by which is meant the
employment of ability, knowledge and experience, supported by
carefully considered decisions and by the use of foresight in
avoiding contingencies which may contribute towards
jeopardizing the prime object of safety.
iii) The meticulous observation of all regulations, instructions, orders
and notices. These may at times seem irksome or even
unnecessary, but there will always be a reason for the issuance of
such orders.

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iv) The implicit obedience to senior officers whilst on duty.

Discipline is very different from servility, and it is an axiom that
everyone must learn to take orders before he can give them.
v) A close study of all weather conditions, and careful pre-flight
planning. The success of the flight depends largely on the
attention paid to preflight action.
vi) A detailed knowledge of the aircraft, its equipment, possibilities
and limitations and the competent use of all communication,
navigation and meteorological aids provided by the various
authorities. These authorities, in whatever country they may be
located, are primarily there for the express purpose of ensuring
safe flight and every possible cooperation to such authorities
should be given. By the same token, however, there should be no
hesitation in reporting, to the appropriate Company authority, any
inefficiency on the part of such ground personnel whoever or
wherever they may be.

4) PASSENGER COMFORT

Passenger comfort is dependent on the conduct of good operations and

regard for passenger welfare whilst in flight. However good the sales
organisation of an airline may be in attracting passengers for the first
time, if such passengers are not looked after satisfactorily in flight,
they will not patronise that airline again and it is on “repeat orders”
that an airline survives. Passengers are in contact with crew for longer
periods than anyother category of staff of the Company. It is,
therefore, on the crew that passengers will base their overall opinion
of the Company and, in a wider perspective, of the country. Attention
to the following points in flight technique and planning will do much
to retain passenger goodwill:

i) The cabin altitude should be maintained below 10000ft.

ii) Severe turbulent conditions should be avoided where possible;
where not possible, seat belt sign should be put ON requesting
passengers to fasten their seat belts. Passengers should be advised
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to keep their seat belts fastened at all times for their own comfort,
should the aircraft encounter clear air turbulence.
iii) Flight should be carried out in a smooth, polished manner,
avoiding violent or sudden maneuvers.
iv) The cabin rate of descent should not exceed 500 ft. per minute.
v) Passengers should be kept informed of any deviation from
schedules or routing, delays, etc.; discrete explanation of the
reasons in such circumstances will be appreciated by passengers.
vi) An impression of cheerful and personal service should be the aim
of all crew.

5) REGULARITY

The company has always prided itself on its ability to maintain its
schedules. “On time” departure, particularly at the station of origin of
a flight, should be the aim of all concerned. Every effort should be
made to make up the delayat subsequent stations. Every minute in the
air costs money.

6) ECONOMY

The company’s aim of utmost efficiency and economy of operations

can be helped materially by crew ensuring that at all times aircraft is
operated at the maximum efficiency, having regard to safety and by
taking every advantage of winds and atmospheric conditions at
various flight levels, etc. Flight Safety is the primary consideration;
however, passenger comfort, regularity and economy must be given
due consideration in the overall attainment of the Company’s
objective. The vital factor is the ability of the crew to show foresight
and judgment under all conditions of operation.

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0.0 ADMINISTRATION AND CONTROL OF OPERATIONS

MANUAL

0.1 OPERATIONS MANUAL

0.1.1 INTRODUCTION

The Operations Manual is in conformity with the guidelines of:-

a) Rule 140B of the Indian Aircraft Rule, 1937;

b) CAR Section 8, Series ‘O’, Part VII, Issue I, dated 17th January,
2013.
c) Guidance given in the CAP 8100, Fist Edition – 2013, issued by
DGCA
d) ICAO Annex 6 part I and III, and;
e) Guidance given in the ICAO Doc 9376 –AN/914.

The Operations Manual also meets the conditions for operations given
in the Air Operators’ Permit.

The design of the Operations Manual is based on the General

Guidelines and Human Factors principles given in para 3.1.8 of the
DGCA Human Factors principles as suggested in Chapter 3 —
Administration of the Operations Manual, CAP 8100, Fist Edition –
2013.

0.1.2 AUTHORITY AND COMPLIANCE

The Operations Manual is a legal and confidential document. It is
issued under the authority of the Executive Director – Airline
Operations (ED-AO). The Operations Manual is centrally managed
and controlled by ED (AO). The control of the contents of Operations
Manual is the responsibility of ED (AO). All revisions and circulation
of revisions to the listed recipients will be the responsibility of the ED

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(AO). All other documents referred in the Operations Manual

containing information and / or guidance relevant to all flight
operations Personnel are managed and controlled by the respective
issuing authority.

All personnel connected with Flight Operations shall comply with the
prescribed method of operations as laid down in the Operations
Manual, the abovementioned documents as well as any mandatory
circulars issued from time to time by the Company.

The Operations Manual provides necessary information and

instructions on policies, procedures, duties and responsibilities and
other relevant information for compliance of Operations Personnel as
per mandatory DGCA requirement and standards of ICAO Annex 6..
Its contents may require amendments from time to time which are to
be incorporated immediately and the Manual should be kept updated.
All flight crew and Operations personnel are required to be fully
conversant with the relevant contents of the Manual. All employees,
when aboard, must comply with Laws, Regulations and Procedures of
those States in which operations are conducted other applicable
authorities. The Policies, Procedures, instructions, guidance and or
information relevant to flight crew functions and responsibilities are
published or referenced in this Manual.

Under routine conditions strict compliance is required with all

applicable Government regulations, operating limitations specified by
the manufacturers and / or DGCA for each type of aircraft operations.
There shall be no deliberate violation of Company operational safety
standards by any person concerned with flight operations. Non-
compliance shall be dealt with as per Company Rules/Regulatory
Authority requirements. At all times CRM principles should be
applied in line operations by all personnel. Nevertheless nothing in
this Manual however carefully outlined and precisely adhered to, can
replace the exercise of good judgment in case of emergency or when
conditions dictate.

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0.1.3 DISTRIBUTION OF OPERATIONS MANUAL

Distribution of the Operations Manual shall include, but is not limited
to the following:
1. D.G.C.A. (INDIA) Hqrs 02 copies
2. All Management post holders in Operations Dept.
3. Chief of Flight Safety and Chief of Quality Control
4. Each Flight Crew Member
5. On board each aircraft
6. All Flight Despatch stations
7. All Flight Despatchers
8. Any other person, department, agency, etc. that the Operations
Dept considers such issuance is necessary
9. DGCA, Regional Air worthiness Office

The Operations Manual shall be submitted by AASL for

acceptance/approval to FSD, DGCA as per CAP 8100.

0.1.4 CARRIAGE OF OPERATIONS MANUAL ON BOARD

Operations Manual referred under para 0.1 shall be carried onboard
the aircraft.
An aeroplane shall carry:
a) the operations manual or those parts of it that pertain to flight
operations;
b) the flight manual for the aeroplane, or other documents containing
performance data required for information necessary for the operation
of the aeroplanes within the terms of its certificate of airworthiness
unless this data are available in the Operations Manual;
c) current and suitable charts to cover the route of the proposed flight
and any route along which it is reasonable to expect that the flight
may be diverted; and any other documents prescribed in CAR Section
2, Series X- Part VII.

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0.1.5 PARTS OF THE OPERATIONS MANUAL

The Operations Manual consists of the following separate parts:

Part A General

Part B Aircraft Operating Information

Part C Routes & Aerodromes

Part D Training

Part A, B & C and some volumes of Part D are mandatory to be

available on board each aircraft.

Executive Director (AO) shall be responsible person for the contents

of the Operations Manual (Part A, B, C, D) and for liaising with
DGCA, India in respect of amendments and revisions to the manual.

0.1.5.1 PART A — OPERATIONS MANUAL PART A

The Operations Manual Part A is compiled for the use and guidance
of personnel connected with flight operations for the proper discharge
of their duties and contains general information and instructions on
the manner in which the Company operations are to be conducted.
The rules and regulations, standards, general practices and procedures
laid down in this Manual reflect Company operating policies and are
in accordance with the regulations of the DGCA and the States
through which our flights are operated.

Masculine gender is used at all places. However it will mean to apply

for both masculine and feminine gender.

The printing font used is “ Times New Roman” and Size is “10”. The
operations manual is printed in A5 format for ease of use and in
compliance with CAP 8100.

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The contents of the Operations Manual shall not be deemed to

supersede any instructions contained in:

1. Aircraft Manual (India)

2. Civil Aviation Requirements (CAR)
3. Aeronautical Information Publication (AIP) (India)
4. Aeronautical Information Circulars (AIC)
5. Air Safety Circulars
6. DGCA Circulars
7. Airplane Flight Manual

0.1.5.2 PART B — AIRCRAFT OPERATING INFORMATION

• Airplane Flight Manual (AFM) including the Configuration

Deviation List (CDL).

• Minimum Equipment List (MEL).

• Flight Crew Operating Manual (FCOM) and Quick Reference

Handbook (QRH).

• Weight and Balance Manual (WBM).

• Regulated Take-off weight (RTOW) Handbook

• Safety and Emergency Procedures Manual(SEPM)

• Cold weather operations/ de-icing/ anti-icing Manual

• Aircraft specific Standard Operating Procedures (where

applicable).

The approved Airplane Flight Manual contains all relevant

information regarding normal procedures, emergency procedures,
checklists, aircraft limitations, systems operation and aircraft
handling. It also contains a checklist for use of the Flight Crew,
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prepared by the manufacturer. The manufacturer usually ensures that

Human Factors Principles are observed in the use of checklist e.g.
Smoke Evacuation Checklist provided by the manufacturer.

RTOW , SEPM, specific SOPs (ATR-42-320, ATR 72-600and CRJ)

are prepared by Operations Documentation Section under ED (AO)
and information in these Manuals will be kept updated at all times by
this Section.

0.1.5.3 PART C — ROUTE MANUAL

The Route Manual consists of the Jeppesen Route Manuals. They

contain all relevant information regarding Air Traffic Services and
communications, navigation aids, lighting and emergency services.

0.1.5.4 PART D — TRAINING MANUAL

The Training Manual contains information concerning training

requirements, as well as flight and ground training programs.

0.1.6 CONTROL OF OPERATIONS MANUAL

The Operations Manual will be distributed as controlled copies as per
the list of controlled copy holders. Each person to whom a Manual or
appropriate part thereof is furnished has an assigned serial number and
shall keep it up-to-date with the changes and additions furnished. The
revisions will be inserted when received.

Operations Department will keep the record of distribution of all

controlled copies of the Operations Manual.

0.1.7 COMMON LANGUAGE FOR COMMUNICATION

The common medium of communication for all personnel related with
the operations of flights will be English. All the Pilots holding Indian
CPL/ALTP and having passed their written papers and VIVA in
English language only are English Level 4 compliant. In case of any

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exigency of having Expatriate Pilots, AIC 17 is conducted in DGCA

along with the Company’s representative to ensure that they achieve
English Level 4 competency.

Use of language in the Manual :

“shall” or “must” Compliance is mandatory

“Will” The action referred to will take place

at present moment but there is a
commitment to comply with the
requirement

”Should” Compliance is recommended but not

compulsory.

“May” There is discretion for the alternate

means of compliance or ignore the
requirement.

0.1.8 CARRIAGE OF MANUALS ON BOARD

• Airplane Flight Manual (AFM) including the Configuration

Deviation List (CDL).

• Minimum Equipment List (MEL).

• Flight Crew Operating Manual (FCOM) and Quick Reference

Handbook (QRH).

• Regulated Take-off weight (RTOW) Handbook

• Safety and Emergency Procedures Manual(SEPM)

• Operations Manual

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• Aircraft specific Standard Operating Procedures (where

applicable).
In addition to the above it shall be ensured by all Licensed Personnel
(Flight and Cabin Crew) that they are in the possession of:

• A valid flight crew license (and FATA for expat pilots) with
appropriate ratings for the purpose of the flight.
• COP/RTR/FRTO License ("for Indian License Holders).
• Valid Medical Certificate CA - 35 and latest assessment if available.
Valid copy of IR/LR Certificate and equivalent in case of Expats.
Valid copy of Last Route Check.
• Copv of Technical / Performance/CRM Refreshers Certificate.
• Copy of DGR Trg Certificate
• Copy of AVSEC Trg Certificate and valid AEP
• A valid passport with appropriate visas (For FATA pilots)
• A valid Company Identity card
• Certificates of vaccination (if applicable)
• Spare set of corrective lenses, if the crew member is required In use
correcting lenses as part of the medical certificate.

0.2 SYSTEM OF AMENDMENT AND REVISION

0.2.1 The Executive Director (Airline Operations) will issue amendments

and revisions to the Operations Manual.

0.2.2 Four copies of Operations Manual shall be submitted to DGCA, Hqrs.

At least 60 days prior to the expected date of issuance of AOP for
review and acceptance/approval. Subsequently, any revisions shall
also be provided to DGCA Hqrs. in quadruplet for review and
acceptance/approval.

0.2.3 Each manual will have a record of amendments and revisions with
insertion dates and effective dates. It will be the responsibility of each
copy holder to enter the revision date and corresponding revision
number in the Record of Revisions after insertion of each revision.

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0.2.4 No handwritten amendments and revisions are permitted except in

situations in which in the interest of safety immediate amendment /
revision is required. The formal amendment revision will be
incorporated on receipt.

0.2.5 Each page of the Operations Manual contains the Part name, chapter
number and page number at the top of the page and revision, issue
number and effective date at the bottom of the page.

0.2.6 A list of effective pages will be issued for incorporation in the

Manual.

0.2.7 The Operations Manual shall be reviewed twice a year. All circulars/
Company Advisories valid upto 31st March /31st October every year
shall be incorporated in the Manual and the Manual be submitted to
DGCA in May/ November for approval. The next issue /revised
Manual shall be effective June/ January every year.

0.2.8 All amendments and revisions to the Operations Manual will be

distributed to holders of the Manual. Personnel becoming aware that
amendments or revisions have been made, but not in receipt of those
amendments, should obtain the same from the Technical Library, Old
Airport as soon as possible. Documentation Section, CSIA, shall
ensure that all relevant changes are incorporated into the documents
on board the aircraft.

0.2.9 The Manual will be provided in a ring binder outer cover for easy
incorporation of amendments.

0.2.10 The manual will be in A5 size so that it is conducive to easy handling

and study in the cockpit.

0.2.11 Initial issue and all updated versions of the manual shall be uploaded
in DMS system

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1.0 RESPONSIBILITIES OF OPERATIONS PERSONNEL

PERTAINING TO THE CONDUCT OF FLIGHT
OPERATIONS

1.1 ORGANISATION AND RESPONSIBILITIES

Alliance Air is a scheduled Air Transport Operator. It is an
autonomous, wholly owned subsidiary of Air India Limited and is
registered as Airline Allied Services Limited. The airline operates
presently CRJ700 aircraft fitted with CF34 engines configured for 70-
74 economy class passengers and ATR42-320, fitted with PW-121
engines configured for 48 seats , ATR 72-600 aircraft fitted with PW-
127M engines configured for 70-74 seats . Its functions are to:

a) Maintain, establish and operate Domestic Air Transport Services,

scheduled and non-scheduled for the carriage of passengers, mail
and freight and for any other purpose.

b) Carry on the business of ground handling at the Airports,

establishment of overhaul and maintenance facilities for aircraft,
engines, accessories, etc., to establish electronic computer
centers, communication facilities, training facilities for flight
crew and ground staff.

c) Buy, sell, hire, charter, let on hire and deal in aeroplanes, flying
machines, aircraft and the component parts thereof and all kind of
machinery and appliances for operation of airlines.

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1.1.1 ORGANISATIONAL STRUCTURE

The Management Organizational Structure of Alliance Air is as
depicted:

MANAGEMENT ORGANIZATIONAL STRUCTURE

BOARD OF DIRECTORS

CHAIRMAN (Ashwani Lohani)

CHIEF OPERATING OFFICER

CHIEF OF CHIEF OF QUALITY
FLIGHT SAFETY (ACCOUNTABLE MANAGER)
CONTROL

Cpt Sameer SS Uberoi D Bhattacharya

Mehta

CHIEF OF ED (FIN) ED (COMM) ED (ENGG) CVO

ED (Ops)
TRG
Cpt P S Dua J Soni
Cpt S Sharma
Mehrotra

CHIEF OF CHIEF OF CHIEF OF CHIEF OF

OPS FIN MKTG MAINT

Cpt Peter S Dua P Oberoi J Soni

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1.1.2 SUPERVISION OF OPERATIONS - GENERAL POLICY

The Operations Department shall advise feasibility of all Flight
Operations. No operation shall be undertaken which jeopardizes
safety and is in contravention of the Stale Rules, the Alliance Air
Operations Manual, Aircraft Flight Manual. The watchword of all
operations shall be "Safety First".

1.1.2.1 OPERATIONS POLICY, MISSION AND GOALS

The Airlines Operations Policy and Mission will be :

• Safety
• On time Performance
• Courtesy
• Passenger Comfort
• Economy

The convenience, speed and comfort of air transportation cannot be

viable without Safety, which is air transport's priority. The price of
carelessness or neglect in the air is so much greater than it is on the
surface. Safety is the responsibility of everyone connected with air
transport system. Management at all levels should provide means for
prompt corrective action in the elimination of unsafe acts, conditions,
etc.

It is obligatory on the Airline to provide "On Time Performance" with

a high level of service. To achieve this management and employees
must carry out their responsibilities with integrity, professionalism
and a devotion to duly. For the Airline to remain financially viable,
the economy of flight operations is just as important as on time
performance and service. The productivity and efficiency of an
Airline is measured by the quality of its service and care shown
towards people and the level of its On Time Performance.

It is Airline policy to comply with the requirement of "Flight

Supervision" and the exercise of "Operations Control". The ED (Ops)
is responsible for these functions. Operations Control is defined as the
exercise of authority over-initiation, continuation, diversion or
termination of a flight. The authority shall be vested with the
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designated Operations Controller. In the absence of an Operations

Controller the Commander is authorized to exercise Operations
Control over his flight.

1.1.2.3 OPERATIONS PERSONNEL RESPONSIBILITIES

It will be the responsibility of Alliance Air Management to ensure that
no instructions are given that will be in conflict with the procedures
established by the State and Aircraft Flight Manual. No instructions
shall conflict with the authority of the Commander. It is the
responsibility of all Operations Personnel to bring to the attention of
the Executive Director (Airline Operations)/ concerned Base Manager
of any violation of the Operations Manual.

1.1.2.4 OPERATORS PERMIT

The Operators Permit is obtained by the Airlines from DGCA after
fulfilling all the laid down requirements. The conditions mentioned in
the permit must be complied with by the concerned departments.

1.1.2.5 LICENCE AND QUALIFICATION VALIDITY

Information is contained in the DGCA approved Training Manual.

1.1.2.6 COMPETENCE OF OPERATIONS PERSONNEL

Information is contained in The DGCA approved Training Manual.

1.1.2.7 DOCUMENT MANAGEMENT SYSTEM (DMS)

Document management system is a major opportunity for Alliance
Air to move towards a paperless office where relevant information
will be in digital format easily available to authorized personnel
• Employees can use it as a centralized repository to store and also
distribute important documents to relevant persons

• Employees can access documents from anywhere in the world by

logging in through valid user id and password

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• DMS provides various advanced security and version control

features like, access control, multiple version control, Audit trail
of each document etc.

• DMS can be used to see document history like who has modified
the document and when

• Automate capture of structured or unstructured documents

• Create rule based workflows to automate business processes

• Automate Notifications

• Automate approval, review and changes process

• Provide search capability with advanced option that includes

Meta data based search feathers.

1.1.3 PROMULGATION OF ADDITIONAL OPERATIONAL

INSTRUCTIONS AND INFORMATION
The Executive Director (Airline Operations) will promulgate
additional operational, training, technical and administrative
instructions through operational notices and technical notices. These
will be disseminated to all operations personnel under
signatures/electronic receipts. These circulars will have an effective
date and validity. These notices are reviewed periodically for
inclusion in operations manual or retention / cancellation.

1.1.4 ACCIDENT PREVENTION AND FLIGHT SAFETY

PROGRAM

1.1.4.1 ACCIDENT PREVENTION ADVISER

Chief of Flight Safety is Accident Prevention Adviser to the Airline.
Flight Safety Department is responsible to deal with all Air Safety
matters related to Aircraft Operations inclusive of investigation of
accident/incidents prevention, safety measures, its implementation and
monitoring Safety Audit, etc. Chief of Flight Safety will function
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directly under COO and in close coordination with Executive Director

(Airline Operations).

1.1.4.2 ACCIDENT PREVENTION

Investigations and the study of the aviation accidents in the past have
led to the understanding of the most common causes of accidents and
measures to rectify the deficiencies. This has infused the industry to
go for protective safety efforts rather than only be interested in the
reactions after the accident has occurred. The protective efforts are far
more productive and are likely to save many a close
accidents/incidents. Investigation and post accident studies will
always be productive and are imperative. To enhance the safety of
aircraft operations, it is essential that the personnel engaged in flight
operations have a flight safety awareness and accident/incident
Prevention Programme. To achieve the objective, guidelines as
contained in the CAR Section- 5 Air Safety are to be followed.

The Commander of an aircraft shall, whether manipulating the

controls or not, be responsible for the operation 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 interest of safety.

Before beginning a flight, the Commander of an aircraft shall

authorize himself with all available information appropriate to the
intended operation. Preflight action for flights away from the vicinity
of an aerodrome and for all IFR flights shall include a careful study of
available current weather reports and forecasts, taking in consideration
fuel requirements and an alternative course of action it the flight
cannot be completed as planned. An aircraft shall not be operated in
negligent or reckless manner.

1.1.4.3 SAFETY POLICY

Alliance Air supports and promotes all legal requirements pertaining
to safety. Safety in operations and at the work place is primarily the
responsibility of the operating departments. The Flight Safety
Department, however, will provide an active Accident Prevention

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Program. The objective of this program is identification of any unsafe

acts and practices and intervention before these acts and practices
manifest themselves as incidents/accidents. For the success of this
program,

NO PUNITIVE ACTION WILL BE TAKEN FOR ANY

VOLUNTARY AND TIMELY REPORTING OF UNSAFE ACTS
OR HAZARDS.

The Chief of Flight Safety has the authority to issue directives in

pursuance of the Accident Prevention Program.

Chief of Flight Safety is the program manager for the Safety

Management System of the airline. The SMS for all operating
departments shall be the responsibility of the departmental head. The
accountable manager is overall responsible for the safety management
system of the airline.

1.1.5 APPROVED PERSONNEL

EXECUTIVE DIRECTOR (AIRLINE OPERATIONS)

(Capt S Mehrotra, Tel : 9810283735)

The Executive Director (Airline Operations) is the approved person

responsible for Flight Operations and for issuing any amendment
/revision of Operations Manual and distribution of the
amendment/revision of Operations Manual as per distribution list .

EXECUTIVE DIRECTOR ENGINEERING

(Mr. Jagdish Soni, Tel : 9818648658)

Executive Director (Engineering) is the approved person responsible

for all engineering and maintenance activities for the Alliance Air
Fleet.
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CHIEF OF TRAINING

(Capt Pradeep Sharma, Tel :9818824916)

The Chief of Training reporting to COO should be responsible for all

training functions for both fleet aircraft

CHIEF OF FLIGHT SAFETY

(Capt Sameer Mehta, Tel : 9910441103)

The Chief of Safety is the programme manager for the Safety

Management System and all preventive and investigation safety
activities of the airline.

CHIEF OF OPERATIONS (Capt Peter, Tel: 01125675752)

The Chief of Operations reporting to Executive Director (Ops) is

responsible for coordination between operations and training among
other functions. He will undertake duties of ED (Ops) in the absence
of ED (Ops)

1.1.6 RESPONSIBILITIES AND DUTIES OF OPERATIONS

MANAGEMENT PERSONNEL

1.1.6.1 RESPONSIBILITY OF MANAGEMENT

It is the responsibility of the Management to ensure that its
instructions are not in conflict with the procedures established by the
State and the Operations Manual.

1.1.6.2 FUNCTION OF CHAIRMAN

The Managing Director of Air India, who shall be one of the directors
of the Company, shall be ex-officio Chairman of the Board. The
Chairman will conduct the meetings of the Board of Directors who
will act and perform such functions as are laid down in the
Memorandum and Article of Association and the Companies Act,
1956.

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1.1.6.3 FUNCTIONS OF CHIEF OPERATING OFFICER (COO)

(ACCOUNTABLE MANAGER)
(Mr SS Uberoi, Tel :011-25672458)

The COO will be responsible for the general management of the

business subject to control and supervision of the board. The COO is
the accountable manager and will have power and authority on behalf
of the Company to:

a) Make all purchases and sales

b) Enter into contracts

c) Overall Operational Control

d) Flight Safety and Safety Management System

e) Appoint and employ personnel.

f) Fix remuneration of the employees

g) Remove or suspend employees

The above functions and power of the COO will be subject to control,
supervision and such restriction as may be determined by the Board of
the company.

Notwithstanding the above, the COO will be responsible for all Acts
and work usually necessary or desirable for the management of the
affairs and business of the Company.

The COO is also the accountable manager of the airline.

1.1.6.4 FUNCTIONS OF CHIEF OF FLIGHT SAFETY

(Capt Sameer Mehta, Tel : 9910441103)

The Chief of Flight Safety will function directly under the COO and
in close coordination with the Executive Director (Airline Ops).
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1. The Chief of Flight Safety shall be the designated manager

of Flight Safety, Alliance Air.

2. He shall be the individual and focal point responsible for

an effective SMS and shall ensure that processes needed
for the SMS are developed, implemented adhered to and
maintained.

3. He shall report directly to the Chief Operating Officer and

provide information and advice on flight safety matters and
also on the performance of SMS and on any need for
improvement. He shall be responsible to the DGCA for all
safety related activities. He shall ensure safety promotion
throughout Alliance Air.

4. Chief of Flight Safety will issue instructions regarding

procedures for reporting and investigation of accidents and
incidents involving Alliance Air airplanes, from time to
time.

5. The Heads of Departments shall apprise the Chief of Flight

Safety of any hazard in their respective areas and ensure
that the recommendation of the Flight Safety Department
to mitigate the said hazards are implemented. They shall
also ensure that the recommendations made by the PIB are
implemented to enhance flight safety in the organization.

6. The Chief of Flight Safety shall be responsible for:

a) The Accident / Incident prevention and flight safety

program.

b) Ensuring communication and coordination with

appropriate operational managers.

c) Maintaining liaison with manufacturers' customer

services dealing with flight safety.

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d) Maintaining liaison with government regulatory

bodies and other flight safety organizations world-
wide.

7. The Chief of Flight Safety shall oversee the entire

functioning of the Flight Safety Department and ensure
that it is run in an efficient manner. He shall have full
Administrative and Operational Control on all personnel
belonging to and / or deputed to the Flight Safety
Department.

8. He shall make every effort to enhance accident / incident

investigation, prevention and implementation of safety
measures.

9. He shall be responsible for ensuring operations are

conducted in accordance with applicable regulations and
standards of Alliance Air.

Responsible for Flight Operations Quality Assurance

including Flight Data Recorders monitoring and Trends
Analysis

Responsible for Breath Analyzer Tests regulatory

compliance and action taken in compliance to the
requirements.

10. He shall ensure that periodic surveillance, cabin

inspections and safety audits are carried out and reports are
raised. The shortcomings / deficiencies observed shall be
brought to the notice of the department concerned, for
prompt and corrective actions. He shall ensure that the
Flight Safety Department is informed by the department
concerned, vide an action taken report (ATR), within the
stipulated time-frame.

11. He shall arrange to convene a meeting at periodic intervals

with Flight Safety Department personnel, in order to
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review the department’s activities and to identify critical

safety issues, including:-

a) Development and implementation of the Safety and Risk

Management plan.

b) Review of significant / relevant safety issues arising

from audits, the accident/ incident prevention
program.

c) Based on the outcome, appropriate recommendations

will be forwarded to the Chief Operating Officer&
Managing Director.

12. He shall ensure that officers of the department are kept

current on Flight Safety related developments within India
and abroad. To achieve this, he shall detail officers of the
department to attend Seminars / Conferences / Symposia
and training courses, etc. held by various international /
domestic institutions; on Crew Resource Management,
Human Factors and Accident-Incident
prevention/Investigation.

13. He shall order investigations on incidents with DGCA

participation through the following:

a. Departmental Investigation

b. Routine PIB

c. Special PIB

14. He shall be responsible to ensure that:

a) A Flight Safety Manual is prepared which describes the

airline's safety policy & procedures.

b) All employees are familiarized and in compliance with

the manual.

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c) The manual is reviewed and amended periodically so

that its contents are in compliance with current
requirements / changes.

15. He shall be responsible for establishing a reporting system

which provides for a timely and free flow of safety-related
information, maintaining the air safety occurrence
reporting database and disseminating flight safety-related
information company-wide.

16. He shall be responsible for Planning and controlling the

Flight Safety budget.

17. He shall be responsible for managing the Flight Safety

Analysis Program.

18. He shall be responsible for publishing a periodic Company

flight safety magazine/ or ensure that such safety related
information is disseminated to all personnel.

19. He shall attend Safety Seminars, Symposia, Training

Courses and meetings as and when required to keep up to
date with the current trends in Safety Management.

20. Office orders, periodically issued by the Chief of Flight

Safety shall augment the tasks/functions of department
personnel.

21. He shall make sure that the personnel who perform

operationally critical functions are physically and
medically fit for duty. In case of any unfitness he shall
ensure that the personnel is/are not utilized to perform any
operational critical tasks.

22. Participation in corporate strategic planning.

23. Promote and supervise the Voluntary Reporting Program.

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24. Ensure confidentiality of the Voluntary Reporting

Program.

25. Ensure timely compliance by all departments of the

airline on the recommendations contained in PIB/Court
of inquiry/Committee of inquiry/ Inspector of Accident
reports.

26. To carry out special investigation as

required by the Chairman/CEO.

27. To act as Safety Manager in the Safety Management

System.

28. Shall develop and train his team to meet competencies

requirements.

1.1.6.5 FUNCTIONS OF CHIEF OF QUALITY CONTROL

The Chief of Quality Control will function directly under the COO
and in close coordination with the Executive Director (Engineering).

He would be responsible for all quality control functions in

compliance to the regulatory requirements on the subject.

1.1.6.6 FUNCTIONS OF EXECUTIVE DIRECTOR (AIRLINE

OPERATIONS)
The Executive Director (AO.) will be responsible for all operational
activity of the airline and will have the necessary authority to fulfill
his obligation and shall report to the COO. The Executive Director
(Airline Operations) shall be responsible for the development and
implementation of Flight Operations policy. He shall ensure that in
developing a company plan, full recognition is given to a need for safe
and efficient operations. Any amendments, revisions and addition
to the operations manual must be approved by the ED(AO).

Amendments to the operations manual must be produced as

new or replacement page.

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Handwritten amendments to an Operations Manual are not

acceptable
Executive Director (Airline Operations) has the functional,
administrative and economic authority and responsibility for the
following areas:
i) Operations of the Airline’s fleet as per existing procedures
and rules laid down by DGCA India/Regulatory Authorities
and comply with the conditions and restrictions of AOP and
Standards established by the Airlines.
ii) Flight Operational Policies and Safety Standards which
maintain compliance with:
♦ Conditions and restrictions of the AOC;
♦ Applicable standards and regulatory requirements
including the regulation of the state and to comply
with authorities that have jurisdiction over
operations that are conducted over the high seas or
within a foreign country
♦ Standards established by the Company
iii) He shall be responsible for safety management system for
the function and personnel under his control
iv) Operational control including rules procedures and
instructions governing fight crew, Route Information,
Communications and Crew Schedules
v) Operational manpower planning and Deployment for
existing operations and cater for future expansion
programmes in liaison with Personnel Department.
vi) He shall be responsible for liaison with regulatory
authorities and other operationally relevant external agencies
like DGCA, Airport Authority, CME etc..
vii) To initiate Internal Audit of Operations Department and
mitigate the findings.
viii) To formulate the budgetary requirements for the Operations
for the forthcoming financial year and submit the same for
financial allocation.

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ix) To continuously endeavor to improve upon the existing

management system by review of operational standards be it
for procedures or operational personnel depending on the
requirement.
x) To identify the infrastructure including necessary facilities,
work space equipment and supporting services as well as
work environment and provide for the same in liaison with
the other department for safe and secure operations.
xi) To ensure that positions in Operations Department are filled
by personnel having appropriate knowledge, skills, training
and experience appropriate to the position in liaison with
personnel department as per HR policy of Company. Also
to ensure that these personnel maintain competence on the
basis of continued education and training and continue to
satisfy required technical competency requirement in liaison
with Chief of Training and Personnel Department. The
selection criteria should meet as a minimum, the Regulatory
Authority’s requirements.
xii) To ensure smooth functioning of Flight Dispatch at all
stations.
xiii) To coordinate with other departments for smooth operations.
xiv) To maintain discipline at all levels of Operations
Department.
xv) To appoint Chief Pilot and Fleet Captain
xvi) To centrally manage and control issuance and revision of
Ops. Manual.
xvii) Ensure compliance of Flight Duty Time Limitations (FDTL)
as per the DGCA CAR & Approved Company Policy to
achieved optimum utilization of crew.
xviii) Responsible for monitoring of Flight and Duty Time
Limitations as per the approved FDTL Scheme of the airline

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1.1.6.6.1 QUALITY ASSURANCE

The Quality Management System (QMS) has a yearly assurance

programme that provides for auditing and evaluation of Operations
and all functions, to ensure that Operations Department :-

i) complies with regulatory and internal requirements;

ii) satisfies stated operational control needs;

iii) produces desired operational control safety and quality outcomes;

iv) identifies hazards, undesirable conditions and areas requiring

improvement.

Significant issues arising from the quality assurance audit of

Operations Department are subject to regular review by senior
management of the Operations Department and discussed during the
standardisation meetings.

Identification of root causes, development of corrective and

preventive actions to address the findings as appropriate,
implementation of corrective action in appropriate areas and
evaluation of corrective action to determine effectiveness are taken to
ensure safety, quality and efficiency within the Department.

The QMS auditing includes monitoring and control of external

organisations also. QMS has an audit planning process and sufficient
resources to ensure audits are scheduled at regular intervals and are
completed within a specified time period.

Contracts or agreements are signed with external service providers for

Operations, as applicable. Contracts shall identify measurable
specifications that are monitored by the QMS to ensure that
requirements that affect the safety or security of flight operations are
being fulfilled by the service providers. The QMS monitors such
external service providers to ensure that safety and security

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requirements are fulfilled. They are audited as a process for

monitoring.

The QMS also ensures that data or products that are acquired from
external suppliers, which directly affect operational safety, operations
including flight despatch / operations control and training, meet the
required technical specifications. QMS monitors the process to ensure
electronic navigation data products, prior to being used as means of
navigation in operations are assessed for a level of data integrity with
the intended application, compatible with the intended function of
equipment in which it is installed and are distributed in a manner to
allow insertion of current and unaltered electronic navigation data into
all aircraft that require it.

QMS uses the process of auditing for monitoring of external

organisations. These typically include Quality Audits, Product Audits,
Supplier Audits, Random Samplings, and other monitoring methods.

Besides the internal audits carried out by QMS Department, external

audits carried out by DGCA, the Standardization meetings would also
review and discuss quality improvement in the Operations
Department.

1.1.6.6.2 FUNCTIONS OF CHIEF OF OPERATIONS

The Chief of Operations is reporting to the Executive Director
(Airline Ops.). He will also maintain close liaison with the Chief of
Training to facilitate operational training requirements.And as
assigned in para 1.1.7.

1.1.6.6.3 DUTIES AND RESPONSIBILITY INCHARGE CABIN CREW

ADMIN
a) Administrative formalities of Cabin Attendant pertaining to AEP,
Leave and Passage of SOD refreshers, training and hotel etc.

b) Cabin Attendant Uniform, Grooming and weight checks.

c) Documentation-All bases.

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d) Consolidation of the Activity Report from all bases and

preparation of All India Format.

e) Consolidation of the Cabin Attendant Utilization Report and

rationalization of Cabin Attendant Utilization - All India.

f) Co-ordination with Customer Services for passenger complaints

and appreciations for Crew.

g) Co-ordination with Catering-All India

h) Regional and interdepartmental co-ordination.

i) Any other duties assigned from time to time

1.1.6.6.4 FUNCTIONS OF INCHARGE FLIGHT CREW ADMIN

The functions and responsibilities of Flight Crew Admin is to ensure
compliance to all Regulatory and Company requirements are well
defined.

All Flight Crew trainings are planned in accordance with Operations

Manual Part D & in compliance of relevant CAR

The training job functions include:-

• Planning, organizing and execution of Ab-initio training as

per the company requirement.

• To plan, coordinate and execute conversion/recurrent/

refresher/extended refresher trainings.

• Coordination and planning of upgradations.

• All endeavors are made to plan the trainings in an advanced

phase and the same are fed into the ARMS System as a pre-
assignment for the running of auto-roster.

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• Planned trainings are released through the Auto-Roster to the

Base Managers for compliance and facilitation under
intimation to HQRS.

1.1.6.7 FUNCTIONS OF CHIEF OF TRAINING

The Chief of Training has the following functions to perform:

i) To prepare and execute training plans and programs for the

flight operations personnel. Such training will include
Command Training, Endorsement Training, Training of
Examiners, Instructors, Check Pilots besides Cabin Crew,
Flight Dispatchers and any other training as per operational
requirement. The command training for the candidates shall be
as per process laid down in Training Manual. The selection of
training captains shall be as per the criteria and the selection
process published in Training Manual. He will also arrange
refresher courses and Proficiency Checks of aircrew etc. as per
DGCA/ED(AO) requirements.

ii) To exercise full functional and administrative control over all

personnel working under him. He shall also exercise functional
control over all Examiners/Instructors/ Check Pilots appointed
at regions, when not employed on their primary duties as
Examiners/Instructors/Check Pilots, may be employed as Line
Pilots under the control of the Base Managers.

iii) Maintain full and upto date records of the training and
licencing status of the Flight Operations personnel. Base
Manager are to keep Chief of Training informed of any
changes in licencing status. Maintain control of records to
ensure:

1. identification
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2. legibility
3. maintenance
4. retention and retrieval
5. protection and security
6. disposal

iv) He will prepare and issue circulars, nav charts, Training

Manuals, other documents and ensure up-to-date status of
Flight Manuals and all other documents necessary to the safe
and efficient operation of flights.

v) To prepare training curriculum for all types of aircraft operated

by the airline and keep it upto date taking into consideration
latest operating technique, experience, instructions and
directions of the DGCA.

vi) Arrange to conduct random surveillance checks of the pilots.

vii) Flight Operations Engineering

viii) To co-ordinate and liaison with aircraft manufacturer & OEMs

on matter relating to training and operations.

ix) The Chief of Training will be responsible to the COO in all

matters listed above. He will also maintain close liaison with
ED(AO), Chief of Flight Safety, ED Engineering and ED
Commercial in so far his functions have a bearing on their
activity.

x) To develop and establish procedures and checklist which are

different from as provided by the manufactures for use by the

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flight crew, and any difference would be based only on

operational and safety considerations.

xi) To coordinate with other departments for smooth and timely

completion of training programme.

xii) Prepare flight training curriculum for all aircraft operated by

the company and keep it up to date taking into consideration
latest operating technique, experience, instructions and
directions of the DGCA

xiii) He aircraft will be responsible to the Executive Director

(Operations) in all matters listed above. He will also maintain
close liaison with the Base Manager in so far as his functions
have a bearing on their activities.

xiv) Defining basic principles, methods and standards and

operations of all aircraft in the Company relative to:

i) Type conversion;

ii) Recurrent training and checking: and

iii) Route flying.

xv) Supervision of all items above, on all types of aircraft operated

by the company;

xvi) Maintaining full and updated records of training and licensing

status of flight operations personnel the supervision of the issue
of notices to aircrew.

xvii) The categorization of airfields.

xviii) The actioning and distribution of accident and incident report

xix) The welfare promotion and discipline of flight crew,

including possible suspension

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1.1.7 OPERATIONAL CONTROL

Operations Control is defined as the exercise of authority over
initiation, continuation, diversion or termination of a flight in the
interest of the safety of the aircraft and the regularity and
efficiency of the flight.

The operational control authority shall be vested with the Operations

Controller designated by Chief of Ops.who, ensures that all operations
personnel are properly instructed in their particular duties and
responsibilities and the relationship of such duties to the operation as
a whole.

In the absence of an Operations Controller the Commander is

authorized to exercise Operations Control over his flight,

Role of Dispatcher and Pilot-In-Command

Prior to acceptance of the Operational Flight Plan (OFP) by the pilot-

in-command, Operational control on the flight, as delegated by the
Chief of Operations is exercised by the flight dispatcher.

After the pilot-in-command accepts the Operational Flight Plan, Once

a flight has commenced, the final decision on any changes to the
Operational Flight Plan shall be taken by the pilot-in-command based
on considerations of safety.

Duties and responsibilities:

The company follows an operational control system where in the

operations controllers responsibility is limited to provide pre-
departure information on the commencement, continuation or
diversion of a flight for reasons of flight safety, mechanical problem
and adverse weather. In this regard the operations controller has
resources of Flight Dispatch, Meteorological Services, Maintenance
Control and Crew Scheduling at his disposal.

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The operations controller while exercising this function will strive to

provide timely relevant information to the Pilot-In-Command who
will ensure that laid down procedures are not infringed and no take-
off or landing is conducted in conditions below the approved minima.

Pilots will also ensure that no take-off or landing is conducted in

conditions below the approved minima such that a flight does not
commence or continue if the weather conditions at the destination or
alternate are forecast to be below the minima at the expected time of
arrival. However a flight can commence if the destination is below a
aerodrome operating minima as long as one destination alternate is
above minima.

The Pilot Operations Controller will also provide information, in case

desired by pilot in the application of the MEL so as to reduce
avoidable delays. While the Pilot-In-Command is responsible for the
safe conduct of the flight, the Pilot Operations Controller is
responsible for maintaining flight supervision on ground, the final
authority remains with the Captain. Cases where agreement between
the two cannot be reached are to be brought to the attention of the ED
(Ops), or in his absence, to one of the Chief of Ops, for resolution
before departure.

The Operations Controller shall:

- Be conversant with the Alliance Air Aerodrome Operating

Minima. He shall be aware of the weather conditions prevalent at
departure/arrival and alternate airports, and relevant METARs,
trend and weather patterns in the areas of aircraft movement.

- Liase between and Dispatch and ATC authorities in planning

routine flights.

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- shall not allow a departure under conditions below operating

minima.

- While exercising such functions, avoid taking such actions that

would conflict with the established procedures.

- Maintain liaison with other departments and perform functions in

close coordination.

- While exercising the flight supervision and control,He/she is

responsible for disruption/ crisis management and to coordinate
the activities of other interacting departments.

Preflight Duties:

The developing, reviewing, authorizing, issuing and revising,

as required, of the Operational Flight Plan for all scheduled
and non-scheduled flights inclusive of training and test flight
operations, in keeping with Safety, Regulatory, Customer
Service, and Company fiscal requirements.

Assisting the PIC for the release of an aircraft to operate in

accordance with the terms and conditions established by the
Operational Flight Plan. However the final decision lies with
the Pilot-In-Command.

Analyzing operational conditions and identify any

opportunities that may constrain, impede or benefit
operational capabilities inclusive of, but not limited to
weather, facilities, Air Traffic Control, and aircraft
performance.

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Analyzing operational and meteorological conditions to

evaluate and determine the safest and most efficient
minimum fuel requirement.

Formulating and implementing revised Operational Flight

Plans when conditions warrant, and for communicating the
revised plans to the Pilot-in- Command.

To provide the Pilot-in-Command with a thorough and

professional flight crew briefing package, covering all
significant information which may impact the operation of
his flight.

Soliciting, interpreting, and maintaining current flight and

field conditions reports, NOTAMs etc. to provide flight crew
with the latest operational information.

Providing and communicating revised information for Load

Control with total fuel requirements and aircraft weight
limitations that maximizes revenue payload potential while
satisfying all Safety standards.

Communicating to Air Traffic Control Services all

Operational Flight Plan requirements.

Resolving with Maintenance Control, the pilot-in-command,

Flight Operations Management Pilots, as required, problems
caused by any aircraft deviation from standards including
MEL, which may limit or impact flight operational
capabilities, and to communicate any operational limitations
to the respective operating Departments, as required.

Apprising respective operating departments and Flight

Operations Management Pilots, if warranted, of any reported
deviations from standard which occur during flight and
which could impact down line scheduling integrity.

During irregular operations, congruent when practical with

the Pilot-in-Command, advising flight delays to Chief of

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Operations / ED (Ops) and when conditions warrant,

recommending flight cancellations, and initiating alternative
plans.

Providing timely analysis of meteorological risk which may

reasonably be anticipated to impact local and/or system
operations including aircraft on layover, to Maintenance and
Ground Operations.

Administering, managing, and implementing economic fuel

policies to maximize company profitability, subject to
operational constraints and within proper Safety parameters.

Ensuring, on day-of-flight, which the Flight Dispatch

function performs safe and efficient Operational supervision
in accordance with all Company policies and procedures.

To advise on delay / cancellation of the flight or otherwise

decide on a possible / alternative routes which may be flown
safely in accordance with company procedures & standards,
taking into account likely weather conditions at the
destination and alternate aerodromes; en-route weather; with
the maximum fuel load possible.

Obtain the Pilot-in-command's signed concurrence with the

operational flight plan and flight release.

Note: A Flight Dispatcher shall avoid taking any action that

would conflict with the procedures established by

Air Traffic Control

the meteorological service

the communications service

Authority of Pilot-In-Command

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In - Flight Duties:

After a flight has departed a flight watch shall be maintained

till the flight lands at the destination or in case of a diversion
a watch must be kept on the flight to the alternate and its
departure thereafter to the destination. During flight watch,
weather at destination & alternate should be monitored and
the Pilot-In-Command of the flight advised of any weather
deterioration through available communications channels.

Capturing up-to-date flight progress information of assigned

flight movements (Flight Watch) and to ensure that the flight
movement information is both current and accurate.

Post-Flight Duties:

Ensure that all reports of the Pilot-In-Command are sent to ED

(Ops).

Remain on duty unless he has been properly relieved.

Self-Dispatch in case of diversion due emergency

During those times when the normal communications system

fails a pilot may self-dispatch. The Ops Controller will ensure
that:

i) A copy of the print out of operational flight plan is provided

to load & trim staff at the departure airport and advise load &
trim staff to file such flight plans along with the station copy
of signed load & trim sheet;

ii) Flight plan is filed with the local ATC.

iii) The Pilot-In-Command will establish timely

communication with the operational control facility as soon as
possible after commencement of the flight;

iv) The Pilot-In-Command will advise the contents of the

flight plan to operational control;
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v) A written report outlining the circumstances will be

forwarded to Flight Operations as soon as possible after the
termination of the flight.

If the airplane is quite far from the nearest suitable airport,

flight crew could coordinate with air traffic control and the
airlines dispatch or systems Operational Control to land at an
equidistant alternate aerodrome equipped with medical
expertise waiting to assist with deplaning and, if necessary,
decontamination. Coordinating actions with local emergency
response agencies to the maximum extent possible is critical.

In any threat situation, the airplane should not taxi to a

terminal after landing, but instead seek a location downwind
of any populated structures. The airplane should be parked
diagonally to reported winds and deplaning should be
undertaken only on the upwind side of the aircraft. All
passengers and crew should be kept together and quarantined
from non-emergency personnel.

Coordination with other departments

It is to be ensured that the issues that affect operational safety and

security are coordinated among personnel with expertise in the
appropriate areas within the flight operations organization and
relevant areas outside of flight operations, as appropriate. The issues
that could affect operational safety and security include aircraft
modifications, new equipment, new destinations/routes, or regulatory
changes. The flight operations shall ensures that necessary internal
and external coordination occurs through the meetings or other means
of liaison (e.g. e-mail, memos, conference call and meetings). The
following aspects may need constant liaison with various departments
on day to day basis.

i) Flight safety;

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ii) Cabin operations;

iii) Engineering and maintenance;

iv) Operations engineering;

v) Operational control/ flight dispatch;

vi) Human resources;

vii) Ground handling, cargo operations and dangerous goods;

viii) Manufacturers, (AFM/AOM, operational and safety

communication);

ix) Regulatory agencies or authorities.

1.1.8 AUTHORITY, DUTIES AND RESPONSIBILITIES OF THE

COMMANDER
Safe conduct of preflight ensuring safety of all passengers
and crew on board

Responsible to take an action in emergency or under unusual

circumstances to ensure safety of the aircraft and its
occupants

Responsible for reporting any non normal occurrence/

incident to the appropriate authority within the specified time
frame

Responsible for overall administration on board the aircraft

Be the representative of the Company when dealing with

other crew members and pax during flight duty time in the
capacity as PIC of the aeroplane

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Promote an atmosphere under which optimum crew

cooperation is facilitated

Be responsible for flight preparation and execution in

compliance with State and Company regulations

Report facts which may influence the quality of the general

flight operations to the Chief of Ops

Have no doubts about his / her condition and proficiency

when reporting for duty. The PIC whether handling the
controls or not is responsible for the operation of the aircraft
in accordance with the rules of air except from any deviation
in circumstances that render such departure absolutely
necessary in the interest of safety

It is incumbent on the PIC to comply with laws, regulations

and procedures of the state in which the aircraft is flown.
This includes complying with all health, custom and
immigration laws in force.

Inform local authorities regarding any emergency situation .

A report shall be submitted to DGCA through Chief of Flight
Safety / ED (AO) at the earliest.

The PIC is responsible for ensuring that all passengers are

fully briefed on safety procedures before takeoff and that all
safety exits are kept clear during flight.

The primary responsibility of the PIC is that he/she must not

commence a flight when in his /her judgment the aircraft is
not in a satisfactory condition to assure flight safety. It is the
PICs obligation to report any areas of operation, which could
be detrimental to safety. This includes but is not limited to
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items such as mechanical problems, weather, crew

proficiency, airport facilities or ATC problems, which would
permit the airline to initiate follow up action. The PIC is
responsible for filing debriefing reports and ensuring
reporting of accident/incident as per laid down procedures
and norms.

In the absence of Company ground personnel the PIC during

period of command is also responsible for the safety of the
aircraft passengers, crew and their comfort while on ground.
The PIC shall make all efforts to mobilize available
resources until company personnel are available to take over
responsibilities for aircraft and passengers.

At layover stations crew member shall not stay away

overnight from the designated hotel without informing the
Captain.

Ensure that the Aircraft Technical Log / Voyage report is

duly completed with all known defects / nil entered

Ensure before leaving 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 not strewn with
papers

Ensure that the De-briefing report and Special Report if any

along with the Pilots Voyage Report is submitted to Flight
Dispatch

FLIGHT PREPARATION

Acquaint themselves with all relevant particulars and latest

instructions concerning aircraft type and flight to be flown

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Ensure that all flight Dispatch areas have been covered for
safe operation

Coordinate the flight preparation and ascertain that all

aspects have been covered

Determine the airworthiness of the aircraft and fitness and

proficiency of Crew members

FLIGHT EXECUTION

Coordinate all Crew Duties as described in Company

Manuals

Ensure flight management in a manner that all cockpit crew

are constantly aware of their intentions

Ensure the checklist and and SOPs are fully adhered to

Ensure two way communication with other cockpit crew

Take all actions which may improve the comfort and

efficiency of the flight, without adversely affecting safety

Take all actions deemed necessary for safety of Flight, any

deviation should be promptly reported to ED (AO)

NON SIMULATION OF EMERGENCIES

The PIC shall ensure that when passengers are carried on board , no
simulation of any emergency situation affecting aircraft is made.

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1.1.9 DUTIES AND RESPONSIBILITIES OF CREW MEMBERS

OTHER THAN THE COMMANDER

1.1.9.1 DUTIES & RESPONSIBILITIES OF THE CO-PILOT

GENERAL
The Co-Pilot:

a) is subordinate to Pilot-in-Command during the flight duty and

flight execution;

b) is expected to report facts which may influence the quality of the

general flight execution to the Pilot-in-Command and to the Base
Manager;

c) should have no doubts about his condition and proficiency before

starting and during flight execution.

d) is equally responsible for the safety of flight operations.

e) Acquaint himself / herself with all relevant particulars and latest

instructions concerning aircraft type and flight to be flown

f) Advise the PIC if in his / her opinion any aspect of the flight
preparation has been overlooked

g) Perform all duties as described in the Company manuals under

the supervision of the PIC

h) Ensure all items necessary for the dispatch of aircraft has been
covered

i) Ensure that aircraft will meet all performance considerations and

requirements of flight

j) Assist in promoting an atmosphere of understanding between

crew members is facilitated

k) Be alert on developments which may endager the safety of the

flight and advise the PIC accordingly
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l) If in their opinion serious doubts exist as to the physical/mental

fitness of the PIC and/or immediate action is required to prevent a
critical situation, they shall take action as necessary (with
consulation with other crew members)

1.1.9.2 SUPERNUMERARY CREW MEMBERS

No person will travel as Supernumerary without the permission of
Pilot-in-Command. A Supernumerary will be detailed under the
authority of the Executive Director (Airline Ops). Any refusal by the
Commander to accept Supernumerary detailed by the Executive
Director (Airline Ops) shall be reported to him in a Special Report
with reasons thereof.

Flight Crew when scheduled out as Supernumerary shall travel in

uniform and shall take such instructions as prescribed by the
commander.

Trainee pilots when scheduled out as Supernumerary Crew are

required to travel as staff on duty and shall be issued a ticket for the
sector on which they are detailed as Supernumerary. They shall not be
allocated a seat in the passenger cabin.

Flight crew when detailed as Supernumerary do not require a ticket

but shall be issued with a specific authority by the Executive Director
(Ops). They shall carry a copy of this authority with them.

a) Watch the duties and responsibilities of the co-pilot during the

course of the flight.
b) Not touch any equipment unless authorized to do so by the
commander.
c) Assist regular P1 and P2 as specifically instructed by the
Commander.

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1.1.9.3 DUTIES AND RESPONSIBILITIES OF SENIOR CABIN

CREW (CCIC)
Senior Cabin Crew will function under the Pilot-in-Command during
the Flight Duty and Flight Execution.

a) General discipline and proper turn out of cabin crew and

enthusing in them a sense of dedication with a view to creating a
better image of the organization.

c) Carryout normal cabin crew duties during Flight Duty and Flight
Execution

d) All allied and ancillary duties that may be assigned.

e) Sr. Cabin Crew must inform the Pilot-in-Command whenever

smoke, fire, unusual sounds or other abnormal conditions are
observed. This information will be passed on as follows:

1.1.9.4 DUTIES AND RESPONSIBILITIES OF CABIN CREW

The cabin crew detailed for a flight will be under the direct command
and supervision of the Pilot-in-Command during the period of their
duty and at layover stations.

Cabin crew rostered for a particular flight shall report to the

Commander who will brief them on any special procedure and in
consultation with the Sr. Cabin crew allot them their duty stations.

The cabin crew shall:

• Ensure that they maintain the highest standard of discipline,

courtesy, decorum and turn out.
• Ensure compliance to pre-flight documentation, medical, briefing
and sign-in responsibility.
• Report any deficiency noticed in cabin, emergency equipment,
cabin cleanliness, catering stocks etc. to the Commander.

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• If required by the Commander ensure by means of head count

that the number of passengers on board tallies with the number
reflected on the trim sheet.
• Ensure that the passengers are fully briefed before take off with
regard to safety procedure, which shall include the correct use of
passenger oxygen, fastening of seat belts and use of emergency
exits. A life jacket demonstration, if required, for all over water
flights that require carriage of Life Jackets.
• Ensure that all crockery and cutlery are removed before take-off
and landing from the cockpit/passenger cabin unless instructed to
the contrary by the Commander.
• Ensure that all doors are closed on instructions from the cockpit.
Ensure that no unauthorized person has access to the cockpit.
• Ensure that they are seated and strapped for take-off and landing
and during a declared emergency. They shall also ensure that they
are seated and strapped whenever instructed by the Commander.
This does not preclude them from taking any action that may be
required for the comfort and safety of passengers or in an
emergency.
• Immediately bring to the notice of the Commander any suspicious
behavior of a passenger, any suspicious article that may be
carried by a passenger, any act of rowdyism, drunkenness or any
violation of passengers notice etc.
• Not enter the cockpit in flight unless called to attend. This does
not preclude entry into the cockpit in an emergency or to make
reports, which are required under their duties and responsibilities.
On long flights specially night time it is recommended that a
cabin attendant visits the cockpit once every 30 mins to ensure
break of monotony and cockpit service.
• Ensure that all passengers observe the 'Fasten Seat Belt and 'No
Smoking' signs.

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• Ensure that aisles and emergency exit are cleared of all baggage
and other obstructions.
• Check with the Commander before starting any inflight service.
• Ensure that any cabin door is kept guarded if open and the door
safety strap is attached when passenger ramp has been removed.
The door should be closed immediately after removal of the
ramp.
• Ensure that they do not leave the aircraft without the permission
of the Commander at transit stations.
• Only deplane after the passengers and the Commander have
deplaned.
• In case of an emergency evacuation assist the passengers in an
orderly efficient evacuation.
• Ensure that they do not contravene any custom and censorship
instructions.
• In case any flight is delayed on ground carry out any service for
the passengers or any meal service as directed by the
Commander.
• Give a Cabin Secure' report before take-off and landing after
ensuring all hand baggage carried on aeroplane and taken in to
passenger cabin is adequately and securely stored.
• Report for debriefing to the Commander after flight.

1.1.9.5 TRAINING OF CABIN CREW

All Cabin Crew trainings are planned in accordance with Alliance Air
Cabin Crew Training Manual and CAR section 7, series M.

The training job functions include:-

Planning, organizing and execution of Ab-initio training as per
the company requirement.
To plan, coordinate and execute conversion/recurrent/
refresher/extended refresher trainings.
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Planning & organizing Check Cabin Attendant & CCIC Trainings

for eligible cabin crew.
Organizing AVSEC Trainings.
Organizing DGR and Fire Drill training.
Planning & facilitating WET drill.
Scheduling performance check flights .
Conducting IFS classes & lectures in training programs (initial /
periodic).
Issuance of training certificates to successful cabin crew.
Dy. Manager IFS, Delhi monitors and confirms the updation of
training program in CMS/ARMS data entry system on regular
basis. The data in the ARMS system is entered at the HQRS
(DEL) on All India Basis.
Dy. Managers of Mumbai ,Chennai and Kolkata region forward
the cabin crew training validities to the HQRS (DEL) latest by 5th
of every month.
All endeavors are made to plan the trainings in an advanced phase
and the same are fed into the ARMS System as a pre- assignment
of the forth coming auto roster cycle.
Cabin crew refresher planning and scheduling is programmed &
processed at HQRS by Dy. Manager (DEL). The prepared
schedule is released to the bases for compliance by base Dy.
Manager’s to liaise and facilitate the same under intimation with
DEL, IFS.
Conducting / Assigning periodic FOQA and Ramp Inspections
and forwarding the discrepancy/ anomaly observed to the
concerned department for rectification. Action taken report
thereafter is submitted to DGCA & flight safety department.

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1.1.9.5.1 DATA MAINTENANCE PROCESS (DMP)

The administrative and Training data are to be fed into system and
kept updated at all times for cabin crew. This data base indicates all
available crew which may be deployed for flight duties. The data
entry is made from HQRS and bases to provide timely updates for
crew under their control.

1.1.9.5.2 SCHEDULING/ROSTER OF CABIN CREW

The Cabin Crew roster is generated electronically via ARMS system
and is available on the crew portal.

Cabin Crew roster is released on crew portal on fortnightly basis.

The roster cycle from 1st to 15th is released between 25th to 28th of
the preceding month and the second roster cycle from 16th to
30/31st is released between 9th to 12th of the month .
Pre assignments with inputs of cabin crew training ,leave request
have to be entered in the system prior to the release of the auto
roster . Base managers ensure that the pre-assignments are
forwarded to the HQRS latest by 20th for the 1st fortnight roster
cycle & 5th for 2nd fortnight roster cycle to facilitate time
processing of the same.
Non-availability or non-utilization of any cabin crew shall be
intimated to HQRS on priority to block her by name in the
system.
Flight Pairings to be forwarded to CMS by 2nd and 17th of every
month respectively For the bimonthly roster cycles ,these pairings
have to be mailed irrespective of any change/no-change in the
flight schedule. However, in case of changes in the flight
schedule the intimation shall be mailed immediately for necessary
action.
All endeavors are made to follow the published roster .Any
changes made to the original roster shall be supported with a
substantial reasoning and intimated to IOCC on daily basis.
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Constant monitoring of cabin attendant FTL/FDTL and action

taken wherever required.
Assuring equal distribution of flying hours and cabin attendant
utilization.
Preparing Leave statement and cabin crew utilization . Bases to
dispatch a copy of cabin crew utilization latest by 5th of every
month to HQ.

1.1.9.5.3 PASSENGER APPRECIATION & COMPLAINTS

Passenger appreciations & complaints are received by the Office from
the Customer Services Department. . Appreciations are issued to the
crew. The complaints are processed and forwarded to the cabin
attendant for further action.

Cabin attendant counseling’s are accomplished with the objective of

improvement in skills & operational requisites. They are performed
with adequate guidance & instructions to achieve higher professional
standards, efficiency & excellence. The documentation is placed on
record for future reference.

1.1.9.5.4 FLIGHT REPORTS – Flight reports are retrieved from the Flight-
Report drop box on daily basis. The same are processed, examined
and filed respectively.

All complaints & feedback obtained via flight reports /special

reports/telecom etc are actioned and addressed to the concerned
department on priority. Catering related suggestions/shortfalls are
mailed to the catering department for necessary action.

1.1.9.6 CREW ADVOCACY

It is the responsibility of all air crew to bring to the attention of the
Pilot-in-Command any departure from prescribed procedures and safe
practice. This is essential so that the Commander is aware and
understands the particular situation to enable him to take appropriate
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action. This is especially relevant to all co-pilots, who, due to large

experience/ age gap may be hesitant. Any potentially unsafe flight
condition shall be brought immediately to the attention of the Pilot-
flying (PF) by the Pilot-not-flying (PNF).

1.1.9.7 OPERATIONAL STAFF RESPONSIBILITIES

1.1.9.7.1 DUTIES & RESPONSIBILITIES OF FLIGHT DESPATCHERS

Flight Despatcher shall function under Base Manager and carry out
such duties that may be assigned to them. The DGCA approved Flight
Despatcher shall:

i. Collect the latest meteorological data from the concerned agencies and
thoroughly analyse the possible effects of the weather on the route to
be flown in the light of meteorological reports and forecasts for the
destination and alternate aerodromes; recent weather reports and
forecasts for the route and areas adjacent to it; and current weather
maps;
ii. Collect the latest available data on standard instrument departures, en-
route facilities, noise abatement operational procedures, navigation
aids, aerodrome facilities, ATC and communication procedures,
NOTAM, runway conditions, search and rescue facilities and other
information and regulations likely to affect the flight and brief the
flight crew as required.
iii. Prepare an operational flight plan consistent with standard instrument
departures, noise abatement operational procedures, ATC regulations
and the regulations of all the States to be overflown for the
consideration of the pilot-in-command;
iv. In consultation with duty manager/ Operations Control Manager either
delay or cancel the flight or otherwise decide on a possible route or
alternative routes which may be flown safely and in accordance with
company procedures and standards, taking into account likely weather
conditions at the destination and alternate aerodromes; en-route
weather; and the maximum fuel load possible.
v. Provide the meteorological briefing to the flight crew.

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vi. Brief the crew on the route analysis and the operational flight plan
bringing to his notice the factors that have influenced the choice of
route;
vii. Furnish the pilot-in-command with all latest available information on
the route to be flown;
viii. Obtain the Pilot-in-command's signed concurrence with the
operational flight plan;
ix. Prepare and file the ATC flight plan.
x. Any other functions deemed necessary for the safe operation of the
flight.
xi. Advise and co-ordinate with other departments concerned regarding
aircraft movements, changes, delays, etc.
xii. Monitor movement of flights with the communication facilities
available.
xiii. Ensure that any SIGMET warning is conveyed to aircraft approaching
the station and to the maintenance so as to attend to aircraft on
ground.
xiv. Remain on duty unless he has been properly relieved
xv. Flight Despatcher shall avoid taking any action that would conflict
with the procedures established by ATC, MET and communication
services.
xvi. Any other duties assigned by the duty manager/ Operations Control
Manager as per operational requirment.

1.1.9.7.1a In the event of an emergency, a Flight Dispatcher shall:

a) Initiate laid down procedures as outlined in the AASL operations manual

while avoiding taking any action that would conflict with ATC
procedures; and

b) Convey safety-related information to the pilot-in-command that may be

necessary for the safe conduct of the flight, including information related
to any amendments to the flight plan that become necessary in the course
of the flight.

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c) Emergency procedure must be emphasized including alerting of

proper governmental, company and private agencies during
emergencies to give maximum help to an aircraft in distress.

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LIMITATION

2.1 FLIGHT AND DUTY TIME LIMITATION AND REST

REQUIREMENTS

The Director General Civil Aviation Government of India has vide

CAR Section 7, Series J, Part III, Issue II dated 11th August
2011established the regulations specifying the limitations applicable
to the flight time and flight duty period for flight crew members. The
CAR envisages that the Company, for the purpose of managing its
fatigue related safety risks, is required to establish flight time, flight
duty periods, duty period and rest period limitations that are within the
prescriptive fatigue management regulations established by the State.

The “Scheme” governing the Flight and Duty Time Limitations

and Rest requirements of flight crew is approved vide letter no
22036/9/FDTL/2013-FSD dated 05 October 2015. applicable to all
Flight Crew of Alliance Air and is prepared in accordance with
DGCA CAR Section 7 Series ‘J’ Part III issued on 11.08.2011 and
clarifications received from the office of the DGCA.

The Flight Crew and Cabin Crew scheduling will be in complete

compliance to the referred CARs and Scheme for Flight Crew, for
Flight time, Flight Duty time and the required rest periods.

It is the responsibility of each crew and the crew scheduling

department to ensure that no pilot and cabin crew is permitted to
exceed the limits of FDTL as laid down in the CARs and the DGCA
approved Company Scheme for Flight Crew.

In accordance with the provision, here in, it is the responsibility of

each flight crew not to fly if he is suffering from such fatigue as may
endanger the safety of the aircraft or its occupants. All flight crew are,
however, reminded that the provisions of this paragraph are not
intended to cover instances where normal tiredness resulting from the
physical and mental effort of a flight is likely. Individual crew
members should make the best use of their rest periods, in order to
prevent cumulative sleep deficits

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2.1.1 DEFINITIONS
Duty.
Any task that flight crew members are required by the operator to
perform, including, for example, flight duty, administrative work,
training, positioning and standby when it is likely to induce fatigue.

Duty period.
A period which starts when a flight crew member is required by an
operator to report for or to commence a duty and ends when that
person is free from all duties.

Fatigue
A physiological state of reduced mental or physical performance
capability resulting from sleep loss or extended wakefulness, circadian
phase, or workload (mental and/or physical activity) that can impair a
crew member’s alertness and ability to safely operate an aircraft or
perform safety related duties.

Flight Duty Period.

A period which commences when a flight crew member is required to
report for duty that includes a flight or a series of flights and which
finishes when the aeroplane finally comes to rest and the engines are
shut down at the end of the last flight on which he/she is a crew
member.

Flight time.
The total time from the moment an aeroplane first moves for the
purpose of taking off until the moment it finally comes to rest at the
end of the flight.

Note.—“Flight time” as here defined is synonymous with the term

“block to block” time or “chock to chock” time in general usage
which is measured from the time an aeroplane first moves for the
purpose of taking off until it finally stops at the end of the flight.

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Home base.
The location nominated by the operator to the crew member from
where the crew member normally starts and ends a duty period or a
series of duty periods.

Local night.
A period of eight hours between 2200 hrs and 0600hrs local time.

Neighbouring Countries.
Countries whose standard times falls within a band of 3 hours (+1:30
hours on either side of India) i.e. countries covered in the standard
time zone band of UTC+4 to UTC+7.

Night Operations.
The local night is defined as period of 08 hours between 2200 to 0600
hours local time. All FDTL provisions for night operations shall be
applicable during this period.

Positioning.
The transferring of a non-operating crew member from place to place
as a passenger at the behest of the operator.

Note— “Positioning” as here defined is synonymous with the term

“Deadheading”.

Reporting time.
The time at which flight crew members are required to report for duty.
Actual or scheduled reporting time whichever is later will be the
governing factor for calculation of FDTL when pilots reports for the
flight.

Rest Period.
An uninterrupted and defined period of time during which a crew
member is free from all duties and airport standby.

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Split Duty (Break)

A period free of all duties, which counts as duty, being less than a rest
period.

Standby.
It is a defined period of time during which a flight crew member is
required by the operator to be available to receive an assignment for a
specific duty without an intervening rest period. However, it shall not
include any time during which an operator requires a crew member to
be contactable for the purpose of giving notification of a duty which is
due to start 10 hours or more ahead.

Unforeseen operational circumstance.

An unplanned event, such as unforecast weather, equipment
malfunction, or air traffic delay that is beyond the control of the
operator.

Window of Circadian Low (WOCL)

The hours between 0200 and 0600 for individuals adapted to a usual
day-wake/ night sleep schedule. This estimate of the window is
calculated from scientific data on the circadian low of performance,
alertness, subject report (i.e., peak fatigue), and body temperature. For
flight duty periods that cross 3 or fewer time zones, the window of
circadian low is estimated to be 0200 to 0600 home-base/ domicile
time. For flight duty periods beyond 3 or more time zones, the
window of circadian low is estimated to be 0200 to 0600 home-base/
domicile time for the first 48 hours only. After a crew member
remains more than 48 hours away from home-base/ domicile time, the
window of circadian low is estimated to be 0200 to 0600 referred to
local time at the point of departure.

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2.1.2 THE COMPANY SCHEME

Alliance Air operates on domestic network with ATR and CRJ

type of aircraft and following is proposed as scheme of
implementation for flight and duty time limitations as in CAR
section7, series J, part III, Issue II of 11th August 2011.

Alliance Air operations confines n domestic network and with

standard crew compliment and it is therefore that the concepts of
augmented flight crew, flying to neighbouring countries and
ultra long range (ULR) operations shall not apply.

2.1.2.1 AASL Responsibility

Alliance Air has established a scheme for complying with the

limitations for flight time, flight duty periods, duty peri ods and
rest periods specified in the CAR in respect of flight crew
members.

DGCA may approve, in exceptional circumstances, variations to

these regulations on the basis of a risk assessment provided.
Approved variations shall provide a level of safety equivalent to,
or better than, that achieved through the prescriptive fatigue
management regulations specified in the CAR.

AASL shall not require a flight crew member to operate an

aeroplane if it is known or suspected that the flight crew member
is fatigued to the extent that the safety of flight may be adversely
affected.

AASL will not schedule any flight crewmember and no flight

crewmember may accept an assignment, which shall exceed the
prescribed limitations.

AASL shall ensure that persons concerned with the operations of

aircraft are trained and educated regarding dangers of fatigue,
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the causes of sleepiness and importance of sleep and proper

sleep habits.

2.1.2.2 Flight Crew Member’s Responsibility

A flight crew member shall not operate an aeroplane when he or

she knows that he or she is fatigued or feels unfit to the extent
that the safety of flight may be adversely affected.

Flight crew members shall make best use of facilities and

opportunities that are provided for rest and for the consumption
of meals, and shall plan and use rest periods to ensure that they
are fully rested.

2.1.2.3 Daily maximum flight time limitations during any 24

consecutive hours

Crew Maximum Flight Time Limitation/

Complement Max Number of Landings*

Two-Pilot 8 hours/up to 6 landings

Operations
For day operations

9 Hours/up to 3 landings
For night operations

9 Hours/up to 2 landings

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2.1.2.4 Cumulative flight time limitations

Cumulative Period Flight Time Limitation

In 7 consecutive (Hours)
35
days
In 30 125
consecutive days
In 365 1000
consecutive days

2.1.2.5 Maximum daily flight duty period

Maximum Daily Maximum Number of Maximum

Flight Duty landings Flight Time
Period (FDP) Limitation
Limitation**
12.5 hours 2 for night 9 hours
operations
3 for day
operations
12 hours 4 8 hours

11.5 hours 5

11 hours 6

When the FDP starts in the window of circadian low (WOCL)

the maximum FDP stated above shall be reduced by 100 % of its
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encroachment up to a maximum of 02 hours. When the FDP

ends in or fully encompassed the WOCL, the maximum FDP
stated above shall be reduced by 50 % of its encroachment.

The following are defined as general requirements and the

definitions as interpreted for Alliance Air operations.

• The cumulative duty time shall not exceed the followings

a) 190 duty hours in 28 consecutive days.
b) 100 duty hours in 14 consecutive days.
c) 60 duty hours in 07 consecutive days.

2.1.2.6 Reporting and Transportation Times

• The crew reporting time shall be 45 minutes before the schedule
departure time. A period of 30 minutes shall be added at the end of
the flight time to allow for the completion of checks and records. The
pre-flight report time shall be counted both as duty and also flight duty
whereas the post flight allowance shall be counted as duty.
• Period of transportation from an airport shall neither be counted
towards duty time nor rest time.
• The optimum time of transportation shall be 45 minutes each way.

2.1.2.7 Rest Requirements

• The minimum rest before undertaking a flight duty period shall be as
long as the preceding duty period or 12 hours whichever is greater. If
the preceding duty period which includes any time spent on
positioning exceeds 18 hours then the ensuing rest period shall include
a local night.
• A minimum rest of 10 hours shall be admissible when any period of
stand by finishes during which a call out has not occurred. However,
if the stand by culminates into a duty than the rest period shall be
decided based on total period of duty that is the duty plus the
applicable percentage of stand by counted for duty.
• The minimum rest as above is increased to a weekly rest period
which is 36 hours period including 02 local nights and there shall

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never be more than 168 hours between the end of 01 weekly res
period and the start of the next. Planning of the rest shall be ensured
by 144 hrs (maximum of the cumulative working hours to ensure the
safety margin)

2.1.2.8 Split Duty

In the event of a break that is taken within the span of a duty and if the
break was less than 03 hours there would be no extension to the FDP.
If the break was between 03 hours to 10 hours the FDP shall be
extended by a period equal to half the consecutive hours of the break
taken. If the break is more than 06 consecutive hours or encroach on
the WOCL the suitable accommodation shall be provided. Parts of the
FDP before and after the break shall not exceed 10 hours.

2.1.2.9 Consecutive Night Operations between 0000 to 0500 hrsNo flight

crew shall be scheduled any duty between period embracing 0000 to
0500 hours on any 02 consecutive days.

2.1.2.10 Operations due to Unforeseen Circumstances

For an unplanned event, such as unforecast weather, equipment
malfunction, or air traffic delay that is beyond the control of the
Company ‘Flight Time’ and ‘Flight Duty Period’ may be extended as
follows:
(a) Flight Time by maximum of 1½ hours and FDP by maximum of 3
hours subject to a cumulative limit of maximum of 3 hours and
maximum of 6 hours respectively in 30 consecutive days.
(b) Subject to the maximum limit of extension of FDP i.e. 3 hours on
individual event and 6 hrs on cumulative basis, extension shall be
decided between PIC and ED OPS.
(c) PIC in consultation with the other crew members and cabin crew
will convey their willingness (or consent) to the ED OPS for operating
the flight. The PIC will submit the report to ED OPS who will file to
DGCA along with his comments.

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Whenever the flight duty period gets extended, the rest period shall be
pro-rata increased by twice the amount of extended time of flight duty
period.

2.1.2.11 Positioning
Positioning time shall be part of a flight duty period when it
immediately precedes a flight duty period in which the person
participates as the flight crew member. Positioning after operating a
flight duty period without an intervening rest period shall be counted
for determining rest period. Positioning shall be counted as a landing
if after a positioning journey the crew member spends less than a
minimum a rest period and then extends FDP using split duty. Al time
spent on positioning shall be counted as duty.

2.1.2.12 Simulator Duty

The time spent on the simulator duty by both the trainee pilot and the
training pilot shall be considered towards duty period however shall
not be considered for flight duty period or the flight time.

Any pilot shall not be rostered for a flight duty between 0000hrs to
0500hrs if on the previous night he/she has done a simulator duty
between 0000 hrs to 0500hrs.

2.1.2.13 Stand – By

‘Standby’ is included as part of the regular rosters and concerned crew

is kept notified. In case of exigencies when ‘Standby’ duty may go
beyond the roster, it shall be ensured that concerned crew is notified in
advance.

Standby Period
Standby period shall not extend beyond 12 hours. However, a
maximum standby at airport (with or without sleeping quarters) shall
not exceed 8 hours.

If the standby period is at the airport and :

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(a) Standby culminates into a flight duty then the total period (i.e.
100%) shall be counted towards the flight duty period and also
towards cumulative duty period
(b) Standby does not culminate into a flight duty then the total period
(i.e. 100%) shall be counted towards cumulative duty period

If the standby period is at home or in a hotel and culminates into duty

:
(a) Within first 6 hours then no part of standby shall be considered as
part of flight duty period or cumulative duty period
(b) At 6 hours or later then flight duty period shall be reduced by 50%
of the standby time.

If standby period is at home or in a hotel does not culminate into a

duty then, 25% of its time shall be considered under cumulative duty.

Rest period after Standby:

When any period of standby finishes, during which a call-out has not
occurred, at least 10 hours rest shall follow prior to the next duty
period.

When standby culminates in to a duty, then the rest period shall be

decided based on total period of duty i.e. the duty plus the percentage
of standby counted for duty.

2.1.2.14 Records
To enable the airline to ascertain that the fatigue management system
is functioning, as intended and as approved, Alliance Air shall keep
records for 18 months of the duties performed and rest periods
provided so as to facilitate inspection by authorized Alliance Air’s
personnel and surveillance/audit by DGCA officers.

Alliance Air shall ensure that these records include for each flight
crew member, at least:

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a) the start, duration and end of each flight duty period;

b) the start, duration and end of each duty period;
c) rest periods; and
d) flight time

Alliance Air shall also keep records of occasions when discretion was
used by the PIC to extend the prescribed limits.

If discretion was used for similar reasons on more than 20 percent of

occasions when a particular route or route pattern is flown, then
Alliance Air shall review and change the schedule or the crew
scheduling arrangements so as to reduce the frequency at which such
events occur.

In addition, Alliance Air shall comply with DGCA requirements for

submission of copies and analysis of records in the manner deemed fit.

Flight crew members also shall maintain a personal record of their

daily flight time, duty period, flight duty period and rest periods.

Alliance Air shall not keep such records only on paper. Alliance Air is
aware that any violation of this provision shall attract penalties as laid
down in relevant law including action against persons.

Alliance Air shall evolve a mechanism by which personal records

maintained by individual pilot are reconciled with the operator’s
records from time to time.

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EQUIPMENT

3.0 LIST OF NAVIGATIONAL EQUIPMENT TO BE CARRIED

Navigation procedures are dependent on the aircraft equipment, the
route being flown and ATS requirements. The Aeronautical radio
navigation service comprises all types and systems of radio navigation
aids in the International aeronautical service. An aircraft shall be
provided with navigation equipment, which will enable it to proceed

In accordance with the flight Plan;

3.1 NAVIGATION EQUIPMENT FOR OPERATION UNDER IFR

As per CAR Sec 8 Series O Part II and Sec 2 Series I Part II all
aeroplanes when operated in accordance with the instrument flight
rules, or when the aeroplanes cannot be maintained in a desired
attitude without reference to one or more flight instruments, shall be
equipped with a) a magnetic compass; b) an accurate timepiece
indicating the time in hours, minutes and seconds; c) two sensitive
pressure altimeters with counter drum-pointer or equivalent
presentation; d) an airspeed indicating system with means of
preventing malfunctioning due to either condensation or icing; e) a
turn and slip indicator; f) an attitude indicator (artificial horizon); g)
a heading indicator (directional gyroscope); and g) may be met by
combinations of instruments or by integrated flight director systems
provided that the safeguards against total failure, inherent in the three
separate instruments, are retained. h) a means of indicating whether
the power supply to the gyroscopic instrument is adequate; i) a means
of indicating in the flight crew compartment the outside air
temperature; j) a rate-of-climb and descent indicator; and k) such
additional instruments or equipment as prescribed by DGCA.

All aeroplanes over 5700 kg - Emergency power supply for

electrically operated attitude indicating instruments

All aeroplanes of a maximum certificated take off mass of over 5700

kg newly introduced into service after 1st January, 1975, shall be
fitted with an emergency power supply independent of the main

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electrical generating system for the purpose of operating and

illuminating for a minimum period of 30 minutes, an attitude
indicating instrument (artificial horizon), clearly visible to the pilot-
in- command. The emergency power supply shall be automatically
operative after total failure of the main electrical generating system
and clear indication shall be given on the instrument panel that the
attitude indicator(s) is being operated by emergency power. Those
instruments that are used by any one pilot shall be so arranged as to
Permit/ Certificate the pilot to see their indications readily from his or
her station, with the minimum practicable deviation from the position
and line of vision normally assumed when looking forward along the
flight path.

3.1.2 For flights in definite portion of airspace where, based on Regional

Air Navigation Agreement, vertical separation minimum (VSM) of
1000 ft (300m) is applied between FL 290 and FL 410 inclusive of
both the levels, an aeroplane:

a) Shall be provided with equipment which is capable of:

i) Indicating the flight crew the flight level being flown

ii) Automatically maintaining a selected flight level

iii) Providing an alert to the flight crew when a deviation occurs

from the selected flight level. The threshold for the alert shall
not exceed +/-300 ft (90m) and

iv) Automatically reporting pressure-altitude and

b) Shall be authorized by DGCA for operation in the airspace

concerned.

3.1.3 The aeroplane shall be sufficiently provided with the navigation

equipment to ensure that in the event of failure of one item of
equipment at any stage of flight, the remaining equipment will enable
the aircraft to navigate in accordance with para 3.1.1and 3.1.2.

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3.1.4 On flights in which it is intended to land in Instrument Meteorological

Conditions (IMC) an aeroplane shall be provided with a radio
equipment capable of receiving signals providing guidance to a point
from which a visual landing can be affected. This equipment shall be
capable of providing such guidance at each aerodrome at which it is
intended to land in instrument meteorological conditions and at any
designated alternate aerodromes.

The equipment installation shall be such that the failure of any single
unit required for either communication or navigation purposes or both
will not result in the failure of another unit required for
communication or navigation purposes.

3.1.5 Fleet aircraft of Alliance Air are adequately equipped in line to the
regulatory requirements.

CRJ 700

CRJ 700 is equipped with Dual VHF/DME/LOC navigation systems,

dual ADF navigation systems, dual marker beacon receivers, dual
ATC transponders, dual global positioning systems and dual Flight
Management Systems. Further EGPWS, Wx Radar system, Traffic
Alert and Collision Avoidance System are part of navigation
equipment on board.

The Flight Management System is an integrated navigation system

that provides worldwide point to point and Great Circle route
navigation. The system includes the functions that follow

Lateral Navigation and advisory vertical guidance

Flight Plan creation and monitoring

Enroute Nav Display

Autopilot steering commands

Radio Navigation

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EQUIPMENT

Radio Communication tuning and control

Non precision approach lateral navigation

Equipped with FMS and dual GPS standard RNP levels can be
achieved (RNP 1, RNAV 1/2/5/10)

ATR 42-320

ATR 42-320 is equipped with EFIS (EADI and EHSI) as indications

for all ADF/VOR/RMI/ILS in Pictorial Presentations. Dual VHF,
DME/LOC Nav systems, dual ADF , dual Marker Beacons, dual ATC
Transponders, EGPWS, Wx Radar, TCAS and GPS/GNSS are the
Navigation equipments on board.

ATR 72-600

ATR 72-600 aircraft is equipped with EFIS (Primary Flight Display,

and Multi Function Display) as indications for all ADF / VOR/
RMI/ILS in pictorial presentations. Dual VHF, DME/LOC NAV
system, Dual ADF Dual, Marker Beacons, Dual ATC Transponders,
EGPWS, WX Radar TCAS and GPS are the navigation Equipments
on board.

The Flight Management System is an integrated navigation system

that provides worldwide point to point and Great Circle route
navigation. The system includes the functions that follow

Lateral Navigation and advisory vertical guidance

Flight Plan creation and monitoring

Enroute Nav Display

Autopilot steering commands

Radio Navigation

Radio Communication tuning and control

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EQUIPMENT

Non precision approach lateral navigation

Equipped with FMS and dual GPS standard RNP levels can be
achieved ( RNP 1, RNAV 1/2/5)

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PROCEDURES IV

4.0. EXTENDED RANGE TWIN ENGINE OPERATIONS (ETOPS)

Company fleet is presently not cleared for ETOPS operations.

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5.0 THE CIRCUMSTANCES IN WHICH A RADIO LISTENING

WATCH IS TO BE MAINTAINED

RADIO LISTENING WATCH

An aircraft shall not be flown on an IFR flight unless a continuous air-
ground voice communication watch is maintained. A two-way
communication is to be established with the appropriate air traffic
control unit.

It is the responsibility of the commander to ensure that at least one

crew member continuously monitors the appropriate ATC frequency
at all times. One VHF communication set should be tuned to the
Emergency Guard Frequency 121.5 MHz and a continuous listening
watch maintained.

Over water and uncontrolled / advisory airspace, a radio listening

watch must be maintained by one of the crew on appropriate primary
HF frequency of the concerned Flight Information Center. The
provision of SELCAL on HF/RT is deemed to satisfy this condition.

During flight, aircraft stations shall maintain watch as required by the

appropriate authority and shall not cease watch, except for reasons of
safety, without informing the aeronautical station(s) concerned.

ICAO rules require an aircraft operated as a controlled flight to

maintain continuous air-ground voice communication watch, and
AASL complies to the same requirement for operations. Further to
this any aerodrome specific communication procedures must be
followed by the operating pilots for normal/abnormal/emergency
situations as given in Jeppesen or AIP.

COMPANY COMMUNICATION
Alliance Air operates the following Company frequencies in co-
ordination with Air India Ltd.:

i) VHF 130.7 MHz and 131.9 MHz (Hub Control Centre, Delhi)

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All calls to Alliance Operations must be prefixed by "ALLIANCE

OPERATIONS this is ALLIED". All calls to Air India Operations
will be prefixed with “AIR INDIA DESPATCH this is ALLIED" For
calling enroute stations the station's name shall be prefixed.

5.1.1 AIR TO AIR COMMUNICATION

All Air-to-Air communication between aircraft shall be on 130.7 Mhz
and this will be code named "OSCAR". Aircraft will not use 123.4
MHz for Air-to-Air Communication. A number of air force stations
are using 123.4 MHz. Whenever a Company aircraft wants to
communicate with another Company aircraft, it should be requested to
change to "OSCAR".

128.95 and 130.7 MHz are the designated company communication

frequencies.

5.1.2 LISTENING WATCH ON COMPANY FREQUENCY

All aircraft shall maintain a listening watch on ground by keeping

VHF-2 tuned to 130.7 MHz

ACCEPTANCE AND READ BACK OF ATC CLEARANCE

1. Use full RT call sign at all times and use standard radio
phraseology.
2. Correct RT frequency procedures and discipline at all times.
3. Correct RT frequency selection and discipline shall be
maintained.
4. If in doubt about an ATC instruction, do not use read-back for
confirmation.
5. Positively confirm instructions with ATC, if any doubt exists
between flight crew members:
6. Use headsets during times of high RT frequency loading.
7. Do not clip transmissions.
8. Confirm unexpected instructions for any particular stage of flight.
9. Advice ATC if it is suspected that another aircraft has
misinterpreted an instruction, ATC may be unaware of this fact.
10. Exercise particular caution when other members of the flight
crew are involved in other tasks and may not be monitoring the
RT communication.

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11. At critical stages of flight actively monitor ATC instructions and

compliance with them.

COMMUNICATION LOSS WITH AIRCRAFT IN FLIGHT

On investigation of many communication loss incidents with aircraft,
it has been found that in a number of cases it was found that this
happened due to the Pilot’s accidentally changing the frequency to a
previous pre-set frequency, instead of that allocated by ATC. In other
cases, it was found that the Pilots had switched off the cockpit
speaker, due to various reasons, Some causes are enumerated below:

i) Captain making a P.A. announcement and First Officer

monitoring R/T on headset with cockpit speakers turned off. On
completion of this action, both Pilots have removed the headset
but forgotten to turn the speakers on.

ii) First Office monitoring the weather on another frequency on

headset with the cockpit speaker turned off or volume reduced to
minimum. On completion of this action, headset was removed
and speaker status remained off/volume at minimum.

iii) Pilots have missed the call by ATC to change frequency and
remained on the earlier frequency and gone out of range.

Crew are therefore advised to be extremely cautious when any cockpit

speaker has been switched off or the volume turned down for any
reasons. Whenever the cockpit speaker is switched off or volume
turned down, the pilots must announce clearly on headset “speaker
switched OFF”. Whilst removing the headset announce, “speaker
switched ON headset removed”.

Whenever frequency change is advised by ATC, change to the new

frequency but maintain the old frequency on the standby, till
communication is established on the new frequency. In addition to
this, if no conversion is heart on R/T for a reasonable period of time,
crew must investigate and if everything seems OK, a call should be
given to ATC for a Radio check.

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TOTAL COMMUNICATION FAILURE

The total Radio Communication Failure Procedure for each country

which differs with the ICAO procedures is given in the Emergency
Section of the Jeppesen Airway Manual. The procedure given below
is the general ICAO procedure for the guidance of pilots. Both pilots
are required to be familiar with any changes in the radio
communication failure that may exist for their departure aerodrome ,
arrival aerodrome and enroute segment.

GENERAL ICAO PROCEDURE

In case of total communication failure the aircraft shall:

i) If in the visual meteorological conditions:

a) continue to fly in visual meteorological conditions; and

b) land at the most suitable aerodrome.

c) report its arrival by the most expeditious means to the

appropriate air traffic control unit.

ii) if in instrument meteorological conditions or when weather

conditions are such that does not appear feasible to complete the
flight in accordance with(i) above:

a) proceed according to the current flight plan, maintaining the

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

b) arrange the flight so as to arrive as closely as possible to the

estimated time of arrival; and

c) 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

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acknowledged, as nearly as possible to the estimated time of

arrival specified in the flight plan.

d) complete a normal instrument approach procedure as

specified for the designated navigation aid; and

e) land, if possible, within 30 mts. of the estimated time of

arrival specified or the last acknowledged expected
approach time, whichever is later.

AIR-GROUND COMMUNICATIONS FAILURE

i) When an aircraft station fails to establish contact with the
aeronautical station on the designated frequency, it shall attempt
to establish contact on another frequency appropriate to the route.
If this attempt fails, the aircraft station shall attempt to
establish communication with other aircraft or other aeronautical
station on frequencies appropriate to the route. In addition, an
aircraft operating within a network shall monitor the appropriate
VHF frequency for calls from nearby aircraft.

ii) If the attempts specified under (a) above fail, the aircraft station
shall transmit its message twice on the designated frequency(ies),
preceded by the phrase “TRANSMITTING BLIND” and, if
necessary, include the addressee(s) for which the message is
intended.

RECEIVER FAILURE
i) When an aircraft station is unable to establish communication due
to receiver failure, it shall transmit reports at the scheduled
times or positions, on the frequency used, preceded by the phrase
“TRANSMITTING BLIND DUETO RECEIVER FAILURE”.
The aircraft station shall transmit the intended message
following this by a complete repetition. During this procedure,
the aircraft shall also advise the time of its next intended
transmission.

ii) An aircraft which is provided with Air Traffic Control or

advisory service shall, in addition to complying with (a) above,
transmit information regarding the intention of the pilot-in-
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command with respect to the continuation of the flight of the

aircraft.

iii) When an aircraft is unable to establish communication due to

airborne equipment failure it shall, when so equipped, select the
appropriate SSR code to indicate radio failure.

TRANSPONDER PROCEDURES — RADIO

COMMUNICATION FAILURE
The pilot of an aircraft losing two-way communications shall set the
transponder to Mode A code 7600.

DISTRESS AND URGENCY - RADIO TELEPHONY

COMMUNICATION PROCEDURES
The provisions of Article 39 of the ITU Radio Regulations are
generally applicable in the event that radiotelegraphy may still be
employed in the aeronautical mobile service, and are also applicable
to radiotelephony communications between aircraft stations and
stations in the maritime mobile service.

A) Distress and urgency traffic shall comprise all radiotelephony

messages relative to the distress and urgency conditions
respectively. Distress and urgency conditions are defined as :

i) Distress: a condition of being threatened by serious and/or

imminent danger and of requiring immediate assistance.

ii) Urgency : a condition concerning the safety of an aircraft or other

vehicle, or of some person on board or within sight, but which
does not require immediate assistance.

B) The radiotelephony distress signal MAYDAY and the

radiotelephony urgency signal PAN PAN shall be used at the
commencement of the first distress and urgency communication
respectively.

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At the commencement of any subsequent communication in distress

and urgency traffic, it shall be permissible to use the radiotelephony
distress and urgency signals.

C) The originator of message addressed to an aircraft in distress or

urgency condition shall restrict to the minimum the number and
volume and content of such messages as required by the
condition.

D) If no acknowledgment of the distress or urgency message is made

by the station addressed by the aircraft, other stations shall render
assistance.

Note: “Other stations” is intended to refer to any other station which

has received the distress or urgency message and has become aware
that it has not been acknowledged by the station addressed.

E) Distress and Urgency traffic shall normally be maintained on the

frequency on which such traffic was initiated until it is considered
that better assistance can be provided by transferring that traffic
to another frequency.

Note: 121.5 MHz or alternative available VHF or HF frequencies may

be used as appropriate.

F) In cases of distress and urgency communications, in general, the

transmissions by radiotelephony shall be made slowly and
distinctly, each word being clearly pronounced to facilitate
transcription.

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List of conditions in which MAYDAY & PANPAN call should be

made:
MAY DAY PAN PAN
Electric Emergency Landing with slats/flaps/
Configuration rudder/stabilizer jammed
Uncontrolled / Undetected Landing with abnormal landing
Smoke /Fire gear
Double Hydraulic Failure Engine tail pipe fire
Uncontrolled Fuel leak Tail Strike
Engine Fire Uncontrolled high engine
vibration
Emergency decent In-flight medical emergency
Ditching Engine Failure
Forced landing
Emergency evacuation
Bomb on board
Volcanic ash encounter
Hijack
Critical Fuel Emergency
Both Engine Flame Out

RADIOTELEPHONY DISTRESS COMMUNICATIONS

A) ACTION BY THE AIRCRAFT IN DISTRESS

In addition to being preceded by the radiotelephony distress signal
MAYDAY, preferably spoken three times, the distress message to be
sent by an aircraft in distress shall :

a) be on the air-ground frequency in use at the time:

b) consist of as many as possible of the following elements spoken

distinctly and, if possible, in the following order:

i) name of the station addressed (time and circumstances

permitting);

ii) the identification of the aircraft;

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iii) the nature of the distress condition;

iv) intention of the person in command;

v) present position, level (i.e. flight level, altitude, etc. as

appropriate) and heading.

Note 1: The foregoing provisions may be supplemented by the

following measures :

a) the distress message of an aircraft in distress being made on the

emergency frequency 121.5 MHz or another aeronautical mobile
frequency, if considered necessary or desirable. Not all
aeronautical stations maintain a continuous guard on the
emergency frequency;

b) the distress message of an aircraft in distress being broadcast, if

time and circumstances make this course preferable;

c) the aircraft transmitting on the maritime mobile service

radiotelephony calling frequencies;

d) the aircraft using any means at its disposal to attract attention and
make known its conditions (including the activation of the
appropriate SSR mode and code).

e) any station taking any means at its disposal to assist an aircraft in

distress;

f) any variation on the elements listed under 8-11.7.2A-1b), when

the transmitting station is not itself in distress, provided that such
circumstances is clearly stated in the distress message.

Note 2: The station addressed will normally be that station

communicating with the aircraft or in whose area of responsibility the
aircraft is operating.

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B) ACTION BY THE STATION ADDRESSED OR FIRST

STATION ACKNOWLEDGING THE DISTRESS
MESSAGE

The station addressed by aircraft in distress, or first station

acknowledging the distress message, shall;

a) immediately acknowledge the distress message;

b) take control of the communications or specifically and clearly

transfer that responsibility, advising the aircraft if a transfer is
made;

c) take immediate action to ensure that all necessary information is

made available, as soon as possible, to:

i) the ATS unit concerned;

ii) the aircraft operating agency concerned, or its representative,

in accordance with pre-established arrangements;

Note: The requirement to inform the aircraft operating agency

concerned does not have priority over any other action which involves
the safety of the flight in distress, or of any other flight in the area, or
which might affect the progress of expected flights in the area.

d) warn other stations, as appropriate, in order to prevent the transfer

of traffic to the frequency of the distress communication.

C) IMPOSITION OF SILENCE

The station in distress, or the station in control of distress traffic, shall

be permitted to impose silence, either on all stations of the mobile
service in the area or on any station which interferes with the distress
traffic. It shall address these instructions “to all stations”, or to one
station only, according to circumstances. In either case, it shall use:

- STOP TRANSMITTING;

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- the radiotelephony distress signals MAYDAY.

The use of the above signals shall be reserved for the aircraft station
in distress and for the station controlling the distress traffic.

D) ACTION BY ALL OTHER STATIONS

The distress communications have absolute priority over all other

communications, and a station aware of them shall not transmit on the
frequency concerned, unless :

a) the distress is cancelled or the distress traffic is terminated.

b) all distress traffic has been transferred to other frequencies;

c) the station controlling communications gives permission;

d) it has itself to render assistance.

Any station which has knowledge of distress traffic, and which cannot
itself assist the station in distress, shall nevertheless continue listening
to such traffic it is evident that assistance is being provided.

E) TERMINATION OF DISTRESS COMMUNICATIONS

AND OF SILENCE

When an aircraft is no longer in distress, it shall transmit a message

cancelling the distress condition.

When the station which has controlled the distress communication

traffic becomes aware that the distress condition is ended, it shall take
immediate action to ensure that this information is made available, as
soon as possible, to:

i) the ATS unit concerned;

ii) the aircraft operating agency concerned, or its representative, in

accordance with pre-established arrangements.

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The distress communication and silence conditions shall be

terminated by transmitted a message, including the words
“DISTRESS TRAFFIC ENDED”, on the frequency or frequencies
being used for the distress traffic. This message shall be originated
only by the station controlling the communications when, after the
reception of the message prescribed above, it is authorised to do so by
the appropriate authority.

RADIOTELEPHONY URGENCY COMMUNICATIONS

A) ACTION BY THE AIRCRAFT REPORTING AN

URGENCY CONDITION

In addition to being preceded by the radiotelephony urgency signal

PAN PAN, preferably spoken three times and each word of the group
pronounced as the French word “panne”, the urgency message to be
sent by an aircraft reporting an urgency condition shall:

a) be on the air-ground frequency in use at the time;

b) consist of as many as required of the following elements spoken

distinctly and, if possible, in the following order;

i) the name of the station addressed;

ii) the identification of the aircraft;

iii) the nature of the urgency condition;

iv) the intention of the person in command;

v) present position, level (i.e. flight level, altitude, etc. as

appropriate) and headings;

vi) any other useful information.

Note 1: The foregoing provisions of 5.6.1 para A are not intended to

prevent an aircraft broadcasting an urgency message, if time and
circumstances make this course preferable.

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Note 2: The station addressed will normally be that station

communicating with the aircraft or in whose area of responsibility the
aircraft is operating.

B) ACTION BY THE STATION ADDRESSED OR FIRST

STATION ACKNOWLEDGING THE URGENCY
MESSAGE

The station addressed by an aircraft reporting an urgency condition, or

first station acknowledging the urgency message, shall:

a) acknowledge the urgency message

b) the immediate action to ensure that all necessary information is

made available, as soon as possible, to:

i) the ATS unit concerned;

ii) the aircraft operating agency concerned, or its representative,

in accordance with pre-established arrangements;

Note: The requirement to inform the aircraft operating agency

c) if necessary, exercise control of communications.

C) ACTION BY ALL OTHER STATIONS

The urgency communications have priority over all other
communications, except distress, and all stations shall take care
not to interfere with the transmission of urgency traffic.

D) ACTION BY AN AIRCRAFT USED FOR MEDICAL

TRANSPORTS

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The use of the signal described below shall indicate that the message
which follows concerns a protected medical transport pursuant to the
1949 Geneva Conventions and Additional Protocols.

For the purpose of announcing and identifying aircraft used for

medical transports, a transmission of the radiotelephony urgency
signal PAN PAN, preferably spoken three times, and each word of the
group pronounced as the French word “panne”, shall be followed by
the radiotelephony signal for medical transports MAY-DEE-CAL,
pronounced as in the French “medical”. The use of the signals
described above indicates that the message which follows concerns a
protected medical transport. The message shall convey the following
data:

a) the call sign or other recognised means of identification of the

medical transports;

b) position of the medical transports;

c) number and type of medical transports;

d) intended route;

e) estimated time en-route and of departure and arrival, as

appropriate; and

f) any other information such as flight altitude, radio frequencies

guarded, languages used, and secondary surveillance radar modes
and codes.

E) ACTION BY THE STATION ADDRESSED OR BY OTHER

STATIONS RECEIVING A MEDICAL TRANSPORTS
MESSAGE
The provisions of paras B and C shall apply as appropriate to stations
receiving a medical transports message.

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5.3 COMMUNICATION
5.3.1 INTRODUCTION
All aircraft required to be operated in accordance with VFR/IFR
conditions shall be provided with communication equipments which
are capable of conducting two-way communication at all times with
those aeronautical stations and on those frequencies as prescribed by
the appropriate authority. The communication equipment so provided
shall be of a type approved by the Airworthiness Authority of the
country of manufacture of aircraft and acceptable to Director General
of Civil Aviation.

5.3.2 TIME SYSTEM

Coordinated Universal Time (UTC) shall be used by all stations in the
aeronautical communication service. Midnight shall be designated as
2400 for the end of the day and 0000 for the beginning of the day.

A date-time group shall consist of 6 figures, the first two figures

representing the date of the month and the last four figures the hours
and the minutes in UTC.

When transmitting time, only the minutes and the hour should
normally be required. Each digit should be pronounced separately.
However, the hour shall be included when any possibility of
confusion is likely to result.

5.3.3 LANGUAGE TO BE USED

The Company has designated English as the common language for
use by all flight crew members for communication:
i) on the flight deck during line operations:
ii) between the flight crew and cabin crew during line
operations
iii) during flight crew training and evaluation activities.

5.3.4 R.T. OPERATING TECHNIQUE

English shall be used as the universal language in radiotelephony.
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BEFORE TRANSMISSION observe the following points:

- Check selection of correct frequency

- Listen before transmitting

- Know what you are going to say before you are going to transmit.

DURING TRANSMISSION observe the following points:

- A short pause might be necessary after pressing the mike button
to ensure that the first word is transmitted.

- Do not shout, maintain a normal voice level.

- Speak distinctly and at a moderate rate.

- Always use standard ICAO phraseology, and be brief.

- Be alert for stuck mike buttons. If suspected it might he necessary

to select intercom or unplug the mike. Leave Radios ‘On’
intercom/Off’ when leaving the aircraft.

- DURING RECEPTION ensure that the transmissions are

intended for you. When in doubt ask the station to clarify or “say
again”. If necessary use phonetic alphabet’s to spell out words.

5.3.5 R.T. DISCIPLINE

All Flight Crew operating the R.T. shall maintain strict R.T.
discipline. All aircraft should use VHF 128.95 MHZ, for
communication between aircraft. Normal ATC frequencies shall not
be congested by irrelevant/non operational communications.

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5.3.6 TESTS
For test transmission the word “RADIO CHECK” shall be used. In
the reply to a test transmission the following numbers will be used to
indicate the readability of the test transmission:

1. Unreadable

2. Readable now and then

3. Readable but with difficulty

4. Readable

5. Perfectly readable

5.3.7 USE OF ABBREVIATIONS AND CODES

Abbreviations and codes shall be used in the international
aeronautical telecommunication service whenever they are
appropriate and shorten or otherwise facilitate communication.

5.3.8 PRIORITY OF MESSAGES

The following is the priority of messages to be communicated to
ATC/Company

a) Distress messages

b) Urgency messages

c) Other messages concerning known or suspected emergency

and radio communication failure messages

d) Movement and control messages

e) Flight Information messages

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5.3.9 COMMUNICATIONS — COMPANY/RADIO

The nature of flight operations is such that an essential part of
effective operational supervision is a reliable company
communications network.

In order to provide upto date information concerning movement and

serviceability of aircraft, radio frequencies have been designated for
the Company’s use.

5.3.9.1 INFORMATION NORMALLY REQUIRED

- Arrival/Departure messages

- Delay messages

- Serviceability of aircraft and “Men/Material” requirement

- Requirements of passengers and crew due unavoidable deviation

from normal schedules.

- Operational status of facilities essential for safety or regularity of

aircraft operation.

- Non-routine landing made by aircraft

- Meteorological information.

5.3.9.2 VHF, HF/SSB COMPANY COMMUNICATION

Use of Company frequencies for non-operational/personal messages
is a violation of Govt. regulations. All personnel shall desist from
using Company HF/SSB, VHF Channels for personal
communications.

Company Radio frequencies are monitored from outside by Govt.

sources. All personnel operating on Company R/T should bear this in
mind when reporting unusual occurrences.

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VHF

I. Air to Ground/ 131.90 MHz,

Ground to Air 130.70 MHz

II. Air to Air 128.95 MHZ

RECORD OF COMMUNICATIONS

A telecommunication log, written, or automatic shall be maintained

in each station having facilities of the aeronautical
telecommunication. If an aircraft station is using radiotelephony in
direct communication with an aeronautical station, it need not
maintain a telecommunication log.

When a record is maintained in an aircraft station, either in a

radiotelephone log or elsewhere, concerning a distress
communications such a record should be associated with information
concerning the time and the position, and altitude of the aircraft.

Telecommunication logs, written or automatic, shall be retained for a

period of at least thirty days.

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6.0 THE METHOD OF DETERMINATION AND APPLICATION

OF MINIMUM ALTITUDES

Minimum flight Altitudes

Alliance air has established minimum flight altitudes for those
routes flown for which minimum flight altitudes have been
established by the State flown over or the responsible State,
provided that they shall not be less than those established by that
State. In India, the minimum flight altitude as established by the
Airports Authority of India shall apply. As an operator shall
specify the method by which it is intended to determine minimum
flight altitudes for operations conducted over routes for which
minimum flight altitudes have not been established by the State
flown over, or the responsible State, and shall include this method
in the Operations Manual. The minimum flight altitudes determined
in accordance with the above method shall not be lower than
specified in Section 9 Series ’R’ Part I. The method for establishing
the minimum flight altitudes shall require approval of DGCA.
DGCA may approve such method after considering the probable
effects of the following factors on the safety of the operation in
question:
a) the accuracy and reliability with which the position of the
aeroplane can be determined; b) the inaccuracies in the indications
of the altimeters used; c) the characteristics of the terrain (sudden
change in the elevation); d) the probability of encountering
unfavorable meteorological condition (e.g. severe turbulence and
descending air currents); e) possible inaccuracies in aeronautical
charts; and f) airspace restriction

6.1 PROCEDURE TO ESTABLISH MINIMUM ALTITUDE /

FLIGHT LEVELS FOR VFR FLIGHTS
Alliance Air flights except Kullu, Gaggal and Barapani flights over
mountainous region are operated under IFR. Kullu and Barapani
flights over mountainous regions although operated under VFR, are
required to follow the criteria for minimum altitude/ flight levels as
applicable to IFR flights.

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6.2 PROCEDURE TO ESTABLISH MINIMUM ALTITUDE /

FLIGHT LEVELS FOR IFR FLIGHTS

6.2.1 MINIMUM SAFE ENROUTE ALTITUDE( MEA)

The minimum safe enroute altitude will be as listed in the Jeppesen
Manual. In case of any variation from the AIP, the more restricting
altitude will be considered for operations

6.2.5 APPLICATION OF MINIMUM ALTITUDES FOR IFR

FLIGHTS

The aircraft should be equipped with suitable instruments and with

radio navigation apparatus appropriate to the route to be flown.
While deciding the minimum altitude, the aircraft should have the
following clearance above the highest obstacle:

(a) Over high terrain or in mountainous areas and at 7000 feet and
above at a level which is at least 600 meters (2000 feet) above
the highest obstacle within 10 nm of the estimated position of
the aircraft in the route.

(b) Else where than as specified in (a) above, at a level which is at

least 450 meters (1500 feet) above the highest obstacle located
within 10 nm of the estimated position of the aircraft in the
route

6.2.6 MINIMUM FLIGHT ALTITUDE CORRECTIONS

In order to determine the geometrical altitude of the aircraft and

thus ensure adequate obstacle clearance, corrections have to be
applied when Outside

Air Temperature and/or pressure differ from standard atmosphere.

Temperature Correction

The calculated minimum safe altitudes/heights must be corrected

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when the OAT is much lower than that predicted by the standard
atmosphere.

The correction has to be applied on the height above the elevation

of the altimeter setting source. The altimeter setting source is
generally the atmosphere pressure at an airport, and the correction
on the height above the airport has to be applied on the indicated
altitude. The same correction value is applied when flying at either
QFE or QNH.

a) Low altitude temperature corrections

Approximate correction

Increase obstacle elevation by 4% per 10°C below ISA, of the

height above the elevation of the altimeter setting source or
decrease aircraft indicated altitude by 4% per 10°C below ISA of
the height above the elevation of the altimeter setting source.

This method is generally used to adjust minimum safe altitudes and

may be applied for all altimeters setting source altitudes for
temperatures above - 15°C.

Tabulated corrections

For colder temperatures, a more accurate correction should be

obtained from the following table calculated for a sea level
aerodrome. It is conservative when applied at higher aerodrome.

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Values to be added by the pilot to minimum promulgated

heights/altitudes (ft)

b) High altitude temperature corrections

The graph given hereafter has to be used en-route for high altitude
operation. It does not take into account the elevation of the altimeter
setting source.

In theory, this correction applies to the air column between the

ground and the aircraft. When flying above high terrain, the use of
this correction gives a conservative margin.

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Altitude temperature correction for high altitude use

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Pressure Correction

When flying at levels with the altimeter set to 1013hPa, the

minimum safe altitude must be corrected for deviations in pressure
when the pressure is lower than the standard atmosphere (1013hPa).

The appropriate correction is 28 ft per hPa below 1013hPa The

following table gives more accurate data. The following correction
is to be applied to the indicated altitude (reference 1013 hPa) to
determine the geometrical aircraft altitude.

QNH correction

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7.0 THE METHOD FOR DETERMINING AERODROME

OPERATING MINIMA

GENERAL
Aerodrome Operating Minima are established in compliance with
DGCA CAR Section 8 Series C Part I and CAR Section 8 Series
O Part -II in order to ensure the desired level of safety in Aeroplane
Operations at an Aerodrome by limiting these operations in specified
weather conditions. The values of aerodrome operating minima for a
particular operation must ensure that at all times the combination of
information available from external sources and the aeroplane
instruments and equipment is sufficient to enable the aeroplane to be
operated along the desired flight path.

The Aerodrome Operating Minima comprise the limits of usability of

an aerodrome for either take-off or landing, usually expressed in terms
of visibility or Runway Visual Range (RVR), and Decision
Altitude/Decision Height (DA/DH) or Minimum Descent Altitude/
Minimum Descent Height (MDA/MDH). DA (DH) or MDA (MDH)
depend upon the OCA (OCH) specified if the Instrument Approach
Procedure The value of Visibility (RVR) minima depends upon
Decision Height / Minimum Descent Height and Approach Lighting
System (Basic Intermediate or full facilities). Higher the DH/MDH,
higher would be the corresponding visibility / RVR minima.

7.0.1 TERMINOLOGY

Aerodrome operating minima. The limits of usability of an

aerodrome for:
a) take-off, expressed in terms of runway visual range and / or
visibility and, if necessary, cloud conditions;
b) landing in 2 D instrument approach operations, expressed in terms
of visibility and/or runway visual range; minimum descent
altitude/height (MDA/H) and, if necessary, cloud conditions; and
c) landing in 3D instrument approach operations, expressed in terms
of

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visibility and/or runway visual range and decision altitude/height

(DA/H) appropriate to the type and/or category of the operation.

Alert height. An alert height is a height above the runway threshold

based on the characteristics of the aeroplane and its fail operational
landing system, above which a Category III operation would be
discontinued and a missed approach initiated if a failure occurred in
one of the redundant parts of the landing system, or in the relevant
ground equipment.

All weather operations. Any surface movement, take-off, departure,

approach or landing operations in conditions where visual reference is
limited by weather conditions.

Alternate aerodrome. An aerodrome to which an aircraft may proceed

when it becomes either impossible or inadvisable to proceed to or to
land at the aerodrome of intended landing where the necessary
services and facilities are available, where aircraft performance
requirements can be met and which is operational at the expected time
of use. Alternate aerodromes include the following:

Take-off alternate. An alternate aerodrome at which an aircraft would

be able to land should this become necessary shortly after take-off and
it is not possible to use the aerodrome of departure.

En-route alternate. An alternate aerodrome at which an aircraft would

be able to land in the event that a diversion becomes necessary while
en-route.

Destination alternate. An alternate aerodrome at which an aircraft

would be able to land should it become either impossible or
inadvisable to land at the aerodrome of intended landing.

Note: The aerodrome from which a flight departs may also be an

enroute or a destination alternate aerodrome for that flight .

Approach ban point. Point on an approach segment where the

reported weather conditions at the runway must meet the applicable

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minima, so as to be able to meet regulatory requirements for

continuing an instrument approach to a landing.

Automatic flight control system (AFCS) with coupled approach

mode. Airborne system which provides automatic control of the flight
path of the aeroplane during approach.

Automatic landing system. The airborne system which provides

automatic control of the aeroplane during the approach and landing.

Ceiling. The height above the ground or water of the base of the
lowest layer of cloud covering more than half the sky.

Continuous Descent Final Approach (CDFA). A technique,

consistent with stabilized approach procedures, for flying the final
approach segment of a non precision instrument approach procedure
as a continuous descent, without level-off, from an altitude/height at
or above the final approach fix altitude/height to a point
approximately 15 m (50 ft) above the landing runway threshold or the
point where the flare maneuver should begin for the type of aircraft
flown. This is also referred to as CANPA (Constant Angle Non-
Precision Approach)

Converted Meteorological Visibility (CMV). A value equivalent to an

RVR which is derived from the reported meteorological visibility, as
converted in accordance with the specified requirements in the CAR.

Decision altitude (DA) or decision height (DH). A specified altitude

or height in a 3D instrument approach operation at which a missed
approach must be initiated if the required visual reference to continue
the approach has not been established.

Note 1 — Decision altitude (DA) is referenced to mean sea level and

decision height (DH) is referenced to the threshold elevation.

Note 2 — The required visual reference means that section of the

visual aids or of the approach area which should have been in view
for sufficient time for the pilot to have made an assessment of the

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aircraft position and rate of change of position, in relation to the

desired flight path. In Category III operations with a decision height
the required visual reference is that specified for the particular
procedure and operation.

Note 3 — For convenience where both expressions are used they may
be written in the form “decision altitude/height” and abbreviated
“DA/H”.

Final approach. That part of an instrument approach procedure which

commences at the specified final approach fix or point, or where such
a fix or point is not specified,

a) at the end of the last procedure turn, base turn or inbound turn
of a racetrack procedure, if specified; or

b) At the point of interception of the last track specified in the

approach procedure; and ends at a point in the vicinity of an
aerodrome from which:

1) A landing can be made; or

2) A missed approach procedure is initiated.

Flight visibility. The visibility forward from the cockpit of an aircraft

in flight.

Ground visibility. The visibility at an aerodrome as reported by an

accredited observer or by automatic systems.

ILS critical area. An area of defined dimensions about the localizer

and glide path antennas where vehicles, including aircraft, are
excluded during all ILS operations. The critical area is protected
because the presence of vehicles and/or aircraft inside its boundaries
will cause unacceptable disturbance to the ILS signal-in-space.

ILS sensitive area. An area extending beyond the critical area where
the parking and/or movement of vehicles, including aircraft, is
controlled to prevent the possibility of unacceptable interference to the
ILS signal during ILS operations. The sensitive area is protected to
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provide protection against interference caused by large moving objects

outside the critical area but still normally within the airfield boundary.

Instrument Approach Operations: An approach and landing using

instruments for navigation guidance based on an instrument approach
procedure. There are two methods for executing instrument approach
operations:
a) a two-dimensional (2D) instrument approach operation, using
lateral navigation guidance only;
and
b) a three-dimensional (3D) instrument approach operation, using both
lateral and vertical navigation guidance.
Note.— Lateral and vertical navigation guidance refers to the
guidance provided either by:
a) a ground-based radio navigation aid; or
b) computer-generated navigation data from ground-based, space-
based, selfcontained navigation aids or a combination of these.
Instrument approach operations shall be classified based on the
designed lowest operating minima below which an approach operation
shall only be continued with the required visual reference as follows:
a) Type A: a minimum descent height or decision height at or above
75 m (250 ft); and
b) Type B: a decision height below 75 m (250 ft). Type B instrument
approach operations are categorized as:
1) Category I (CAT I): a decision height not lower than 60 m (200 ft)
and with either a visibility not less than 800 m or a runway visual
range not less than 550 m;
2) Category II (CAT II): a decision height lower than 60 m (200 ft),
but not lower than 30 m (100 ft) and a runway visual range not less
than 300 m;

Instrument approach procedure. A series of predetermined

manoeuvres by reference to flight instruments with specified
protection from obstacles from the initial approach fix, or where
applicable, from the beginning of a defined arrival route to a point
from which a landing can be completed and thereafter, if a landing is
not completed, to a position at which holding or en-route obstacle

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clearance criteria apply. Instrument approach procedures are classified

as follows:
Non-precision approach (NPA) procedure. An instrument approach
procedure designed for 2D instrument approach operations Type A.
Note.— Non-precision approach procedures may be flown using a
continuous descent final approach technique (CDFA). CDFA with
advisory VNAV guidance calculated by on-board equipment (see
PANS-OPS (Doc 8168), Volume I, Part I, Section 4, Chapter 1,
paragraph 1.8.1) are considered 3D instrument approach operations.
CDFA with manual calculation of the required rate of descent are
considered 2D instrument approach operations. For more information
on CDFA refer to PANS-OPS (Doc 8168), Volume I, Section 1.7 and
1.8.
Approach procedure with vertical guidance (APV). A performance-
based navigation (PBN) instrument approach procedure designed for
3D instrument approach operations Type A.
Precision approach (PA) procedure. An instrument approach
procedure based on navigation systems (ILS, MLS, GLS and SBAS
Cat I) designed for 3D instrument approach operations Type A or B.

Instrument flight rules (IFR). Regulatory provisions for instrument

flight.

Instrument meteorological conditions (IMC). Meteorological

conditions expressed in terms of visibility, distance from cloud, and
ceiling*, less than the minima specified for visual meteorological
conditions.

Note - * as defined in ICAO Annex 2 Rules of the Air

Low visibility procedures (LVP). Specific procedures applied at an

aerodrome for the purpose of ensuring safe operations during
Categories II and III approaches and/or low visibility take-offs.

Low visibility take-off (LVTO). A term used in relation to flight

operations referring to a take-off on a runway where the RVR is less
than 400 m.

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Minimum descent altitude (MDA) or minimum descent height

(MDH). A specified altitude or height in a 2 D instrument approach or
circling approach below which descent must not be made without the
required visual reference.

Note 1— Minimum descent altitude (MDA) is referenced to mean sea

level and minimum descent height (MDH) is referenced to the
aerodrome elevation or to the threshold elevation if that is more than
2 m (7 ft) below the aerodrome elevation. A minimum descent height
for a circling approach is referenced to the aerodrome elevation.

Note 2 — The required visual reference means that section of the

visual aids or of the approach area which should have been in view
for sufficient time for the pilot to have made an assessment of the
aircraft position and rate of change of position, in relation to the
desired flight path. In the case of a circling approach the required
visual reference is the runway environment.

Note 3 — For convenience when both expressions are used they may
be written in the form “minimum descent altitude/ height” and
abbreviated “MDA/H”.

Missed approach point (MAP). That point in an instrument approach

procedure at or before which the prescribed missed approach
procedure must be initiated in order to ensure that the minimum
obstacle clearance is not infringed.

Missed approach procedure. The procedure to be followed if the

approach cannot be continued.

Obstacle clearance altitude (OCA) or obstacle clearance height

(OCH). The lowest altitude or the lowest height above the elevation of
the relevant runway threshold or the aerodrome elevation as
applicable used in establishing compliance with appropriate obstacle
clearance criteria.

Note 1. — Obstacle clearance altitude is referenced to mean sea level

and obstacle clearance height is referenced to the threshold elevation
or in the case of nonprecision approach procedures to the aerodrome
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elevation or the threshold elevation if that is more than 2 m (7 ft)

below the aerodrome elevation. An obstacle clearance height for a
circling approach is referenced to the aerodrome elevation.

Note 2 — For convenience when both expressions are used they may
be written in the form “obstacle clearance altitude/ height” and
abbreviated “OCA/H”.

Obstacle free zone (OFZ). The airspace above the inner approach
surface, inner transitional surfaces, and balked landing surface and
that portion of the strip bounded by these surfaces, which is not
penetrated by any fixed obstacle other than a low-mass and frangibly
mounted one required for air navigation purposes.

Performance-based navigation (PBN). Area navigation based on

performance requirements for aircraft operating along an ATS route,
on an instrument approach procedure or in a designated airspace.

Note— Performance requirements are expressed in navigation

specifications (RNAV specification, RNP specification) in terms of
accuracy, integrity, continuity, availability and functionality needed
for the proposed operation in the context of a particular airspace
concept.

Procedure turn. A maneuver in which a turn is made away from a

designated track followed by a turn in the opposite direction to permit
the aircraft to intercept and proceed along the reciprocal of the
designated track.

Note 1 — Procedure turns are designated “left” or “right” according

to the direction of the initial turn.

Note 2 — Procedure turns may be designated as being made either in

level flight or while descending, according to the circumstances of
each individual instrument approach procedure.

Required Navigation Performance (RNP). A statement of the

navigation performance necessary for operation within a defined
airspace.
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Note — Navigation performance and requirements are defined for a

particular RNP type and/or application.

Runway holding position. A designated position intended to protect a

runway, an obstacle limitation surface, or an ILS critical/sensitive area
at which taxiing aircraft and vehicles shall stop and hold, unless
otherwise authorized by the aerodrome control tower.

Note — In radiotelephony phraseologies, the expression “holding

point” is used to designate the runway-holding position.

Runway visual range (RVR). The range over which the pilot of an
aircraft on the centerline of a runway can see the runway surface
markings or the lights delineating the runway or identifying its
centerline.

Stabilized Approach. (SAP). An approach which is flown in a

controlled and appropriate manner in terms of configuration, energy
and control of the flight path from a pre-determined point or
altitude/height down to a point 50 feet above the threshold or the point
where the flare maneuver is initiated if higher.

Straight-in Approach. An approach with the final approach track

aligned within 15degrees for Category ‘C’ and ‘D’ aircraft and within
30 degrees for Category ‘A’ and ‘B’ aircraft of the extended centerline
of the runway of intended runway.

Surveillance radar. Radar equipment used to determine the position

of an aircraft in range and azimuth.

Touchdown zone (TDZ). The portion of a runway, beyond the

threshold, where it is intended landing aeroplanes first contact the
runway.

Vertical Navigation (VNAV). A method of navigation which permits

aircraft operation on a vertical flight profile using altimetry sources,
external flight path references, or a combination of these.

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Visibility. Visibility for aeronautical purposes is the greater of:

a) the greatest distance at which a black object of suitable

dimensions, situated near the ground, can be seen and recognized
when observed against a bright background;

b) The greatest distance at which lights in the vicinity of 1 000

candelas can be seen and identified against an unlit background.

Note 1 — The two distances have different values in air of a given

extinction coefficient, and the latter b) varies with the background
illumination. The former a) is represented by the meteorological
optical range (MOR).

Note 2 — The definition applies to the observations of visibility in

local routine and special reports, to the observations of prevailing
and minimum visibility reported in METAR and SPECI and to the
observations of ground visibility.

Visual approach. An approach by an IFR flight when either part or all

of an instrument approach procedure is not completed and the
approach is executed by visual reference to terrain.

Visual Reference. . A pilot may not continue an approach below

DA(H) or MDA(H) unless at least one of the following visual
references for the intended runway is distinctly visible and identifiable
to the pilot:

(a) elements of the approach light system;

(b) the threshold;

(c) the threshold markings;

(d) the threshold lights;

(e) the threshold identification lights;

(f) the visual glide slope indicator;

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(g) the touchdown zone or touchdown zone markings;

(h) the touchdown zone lights; or

(j) runway edge lights;

Visual flight rules (VFR). Regulatory provisions for visual flight.

Visual meteorological conditions (VMC). Meteorological conditions

expressed in terms of visibility, distance from cloud, and ceiling*,
equal to or better than specified minima.

Note - * as defined in ICAO Annex 2 Rules of the Air

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7.0.2 AERODROME OPERATING MINIMA (AOM)

In establishing the aerodrome operating minima which will apply to

any particular operation AASL must take full account of:

(a) The type, performance and handling characteristics of the

aeroplane;

(b) The composition of the flight crew, their competence and

experience;

(c) The dimensions and characteristics of the runways which

may be selected for use;

(d) The adequacy and performance of the available visual and

non-visual ground aids;

(e) The equipment available on the aeroplane for the purpose of

navigation and/or control of the flight path, as appropriate,
during the take-off, the approach, the flare, the landing, roll-
out and the missed approach;

(f) The obstacles in the approach, missed approach and the

climb-out areas required for the execution of contingency
procedures and necessary clearance;

(g) The obstacle clearance altitude/height for the instrument

approach procedures;

(h) The means to determine and report meteorological

conditions; and

(i) The flight technique to be used during the final approach.

AASL shall ensure the following:

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(a) The PIC and Co-pilot must hold an instrument rating for
flights under IFR and meet the requirements for recent
experience;

(b) All flight crew members should be qualified and trained for
take-off, instrument approaches and operations to the lowest
Cat-I/II/III minima as applicable;

(c) The flight crew members should have completed all

necessary proficiency checks including demonstration of
proficiency using the relevant types of instrument
approaches;

(d) The Operations Manual instructions are appropriate to the

operation and reflect the mandatory procedures and/or
limitations contained in the Flight Manual;

(e) A system of records is maintained to ensure that the

necessary qualifications of the flight crew members are being
met on a continuing basis; and

(f) The PIC of AASL must have gained command experience of

100 hours in the relevant aeroplane type with restricted AOM
before using normal AOM.

7.0.3 APPROACH AND LANDING CONDITIONS

Before commencing an approach to land, the PIC must satisfy
himself/herself that, according to the information available to him/her,
the weather at the aerodrome and the condition of the runway
intended to be used should not prevent a safe approach, landing or
missed approach, having regard to the performance information
contained in the Operations Manual.

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7.0.4 Conversion of Reported Meteorological Visibility to RVR/CMV

Horizontal visibility reported by the meteorological office could be
different from the slant visibility observed by the pilot due to factors
such as low lying haze and a smoke layer. The reported visibility has
inherent limitations due to the fact that it is reported at a site that is
removed from the point at which a pilot makes the approach to land
and is expected to acquire the visual reference to continue the
approach. An RVR is a better representation of the expected distance
that the pilot may acquire visual cues on approach. As RVR and
meteorological visibility are established differently, a ratio can be
identified between the two. Effect of lighting intensities and
background luminance play a role when establishing an RVR. In cases
where the RVR is not reported, a pilot may derive RVR/CMV by
using a mathematical conversion depending upon the type of approach
lighting and day/night conditions. The RVR/CMV derived from the
table below may be used to commence or continue an approach to the
applicable DA/MDA.

The minimum length of approach lights for application of CMV is

420m.

An Operator should ensure that a meteorological visibility to RVR

conversion is not used for takeoff, for calculating any other required
RVR minimum less than 800 m, for visual/circling approaches, or
when reported RVR is available. For values below 800m the reported
value should derived from an instrumented RVR system. In the
absence of an instrumented RVR system, human observer RVR
system shall be used for minima values less than 800m.When
converting meteorological visibility to RVR in all other circumstances
than those in sub-paragraph above, an operator should ensure that
Table below is used:

Note— If the RVR is reported as being above the maximum value

assessed by the aerodrome operator, e.g. “RVR more than 1500
metres”, it is not considered to be a reported value for the purpose of
this paragraph.

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Table 1: Conversion of Meteorological visibility to RVR

RVR = Reported
Lighting elements in operation Meteorological. Visibility x
Day Night
HI approach and runway lighting 1·5 2.0
Any type of lighting installation 1·0 1·5
other than above
No lighting 1·0 Not
applicable

The calculation of AOM at civil and defence aerodromes is to be done

on the basis of AIS information published by the State of the
Aerodrome (AAI for Indian aerodromes)

The required visual reference for different types of approach

operations consist of aerodrome lighting systems and facilities. Any
one of the specified visual references if acquired and maintained are
adequate to continue the approach to landing. For the purpose of
AOM application, these visual references (lighting or marking) are
expected to be fully serviceable and available.

The use of gooseneck flares as main or alternative/standard lighting

systems is not authorized. Outages in these lightings and markings are
reported through AIS. However, in cases where the outages are
reported in terms of number of lights and not complete outage of the
system, operators shall use the following to determine availability of
lighting systems;

A lighting system is deemed to be on outage when: (a) In the case of

a lighting system comprising 6 to 13 lights (e.g. threshold lights) more
than 2 lights become unserviceable, or 2 adjacent lights become
unserviceable.

(b) In the case of a lighting system comprising more than 13 lights,

more than 15% of the lights become unserviceable, or two adjacent
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lights become unserviceable. are unserviceable in each of the

following particular significant elements; 1) precision approach
category II or III lighting system, the inner 450 m; 2) runway centre
line lights; 3) runway threshold lights; and 4) runway edge lights. (b)
More than 10 % of the lights are unserviceable in the touchdown zone
lights; (c) More than 15 % of the lights are unserviceable in the
approach lighting system beyond 450 m; and (d) More than 25 % of
the lights are unserviceable in the runway end lights. (e) More than
two lights, or two adjacent lights of a stop bar are unserviceable. (f)
Two adjacent lights of the taxiway centre line lights are unserviceable.
Note: When any two consecutive lights are unserviceable in any of the
significant elements, the system is deemed to be on outage.

Minima values in table 4 may be RVR/CMV/Visibility. However, for

minima below 800m the reported value should derived from an
instrumented RVR system. In the absence of an instrumented RVR
system, human observer RVR system shall be used for minima values
less than 800m. 15.Table 5a: Failed or downgraded equipment and the
effect on landing minima in Table 5a is to be used when a permanent
facility is temporarily downgraded and notified. The table can
continue to be used for the period of downgrade. 16.Table 9: Alternate
aerodrome operating minima is to be used as a planning tool for
dispatch of a flight. After commencement of flight, the authorized
DA/H or MDA/H for the approach and associated visibility/RVR may
be used.

Application of pilot assessment of RVR/visibility

Pilot Assessment of equivalent TDZ RVR: For takeoff circumstances

where TDZ RVR is inoperative or is determined by the pilot to be
significantly in error (e.g., patchy fog obscuring a transmissometer but
not the runway, snow on transmissometer causing erroneous
readings), a pilot assessment may be made in lieu of RVR subject to
the following;

To be eligible to use this provision it is ensured that each pilot

authorized to make this determination has completed approved
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training addressing pilot procedures to be used for visibility

assessment in lieu of RVR, and the pilot can determine the necessary
runway markings or runway lighting that must be available to provide
an equivalent RVR to that specified to ensure adequate visual
reference for the takeoff

Application of pilot assessment of RVR/visibility of the touch-down

zone for take off is to be done by a method specified (such as
counting the number of runway edge/centre line lights).

When any pilot assessment of equivalent RVR is made, the pilot must
be able to positively determine position on the airport and correct
runway, and positively establish that the aircraft is at the correct
position for initiation of takeoff. Typically this equivalent RVR
assessment is applicable only at a runway threshold where runway
identifying markings and number(s) are visible from the takeoff
position (e.g., not applicable to intersection takeoffs).

When such a pilot RVR assessment is made, the result of the

assessment should typically be provided to any pertinent air traffic
facility when practical, and may also be provided to the operator (e.g.,
dispatch) to facilitate other operations and timely distribution of
meteorological information. It is not intended to be a verification of
minima or limit or restrict minima for the aircraft making the report.

Pilot assessment of touchdown zone RVR is to be made only when

the mid and roll out zone RVR are reported and both these are not less
than 200m.

Calculating Method for Pilot Assessment of equivalent TDZ RVR

RVR is typically assessed at a height of 15 ft (Cockpit eye height)

above the centre line of the runway and the flight crew should count
runway lights ahead of the aircraft.

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An assessment of TDZ RVR can be done by the pilot based on any of

the following visual cues.

Runway Center line Lights (15M/30M apart)

Runway Edge Lights (60M apart)

Ex., for a minimum visual segment of 90m, 6 centre line lights (at
15m interval) should be visible. i.e. 10 + (6x15) 90 = 100m. Similarly
other reference distances, as above, may be used.

LVTO pertains to take off when the RVR is below 400 m and is
applicable whenever the reported RVR in any zone (touch-
down/mid/roll-out). RVR is below 400 m. The facilities and
conditions will be as per the lowest RVR reported in any zone (e.g. if
the RVR is 400/300/300 representing the three zones, then the 300 m
will be the RVR for reckoning facilities and conditions .

If the RVR is 300/150/Not Reported, then 150 m will be the

reckoning RVR and as the RVR is below 200 m all three RVRs are
required). Take off alternate must consider all situations wherein an

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aeroplane cannot land at the aerodrome of departure. This includes,

but is not limited to weather conditions below CAT I minima,
performance limitations, landing minima being higher than reported
RVR/visibility.

Take off alternate needs to be specified in the ATS flight plan and the
OFP. The OFP need not have a detailed navigation log for the take off
alternate. 20 The minimum visibility/RVR for take off table :

Required RVR/Visibility
For multi-engine aeroplanes, whose performance is such that, in the
event of a critical power unit failure at any point during take-off, the
aeroplane can either stop or continue the take-off to a height of 1 500
ft above the aerodrome while clearing obstacles by the required
margins, the take-off minima established by an operator must be
expressed as RVR/Visibility values not lower than those given in the
table below. Use of these minima is based on the following factors:

a) Flight characteristics and cockpit instrumentation typical of

multi-engine turbine aircraft;

b) Comprehensive programmes for crew qualification which

address use of the specified minima;

c) Comprehensive programmes for airworthiness, with any

necessary equipment operational (MEL);

d) Availability of specified facilities for the respective minima,

including programmes for assurance of the necessary reliability
and integrity;

d) Availability of air traffic services to ensure separation of aircraft

and timely and accurate provision of weather, NOTAM, and
other safety information;

f) Standard runway, airport, obstruction clearance, surrounding

terrain, and other characteristics typical of major facilities
serving scheduled international operations;
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g) Routine low visibility weather conditions (e.g. fog, precipitation,

haze, wind components, etc.) which do not require special
consideration; and

h) Availability of alternate courses of action in the event of

emergency situations.

RVR/Visibility for Take-off (Commercial Transport Aeroplanes)

Take-off RVR/Visibility
Facilities RVR/VIS
CAT A, B, C & D
Adequate Visual reference 500m
(Day only) *
Runway edge lights or Runway 400m
centerline markings **
Runway edge lights and runway 300m
centerline markings and multiple
RVR information **
Runway edge lights and Runway
centerline lights and multiple 200m
RVR information
Runway edge lights and Runway 150m (CAT A,B and C
centerline lights and multiple only)
RVR information
High intensity Runway edge 125m (CAT A,B and C)
lights and Runway centerline lights 150m (CAT D)
(spacing 15 m or less) and
multiple RVR information

*Adequate Visual reference means, that a pilot is able to continuously

identify the take-off surface and maintain directional control.

** For night operations at least runway edge lights or centreline lights

and runway end lights are available.

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Note 1- The required RVR must be achieved for all relevant RVR
reporting points (touchdown, mid and end). The governing RVR shall
be the lowest of the reported RVRs

Note 2- Multiple RVR information (touchdown, mid and end) is

required for LVTO.

Note 3 An operator should ensure that a meteorological visibility to

RVR conversion is not used for takeoff.

For takeoff circumstances where TDZ RVR is inoperative or is

determined by the pilot to be significantly in error (e.g., patchy fog
obscuring a transmissometer but not the runway, snow on
transmissometer causing erroneous readings), a pilot assessment may
be made in lieu of RVR subject to the following;

a) in lieu of RVR, and the pilot can determine the necessary runway
markings or runway lighting that must be available to provide an
equivalent RVR to that specified to ensure adequate visual
reference for the takeoff. Application of pilot assessment of
RVR/visibility of the touch-down zone for takeoff is to be done
by a method specified by the OM (such as counting the number of
runway edge/centre line lights).
b) When any pilot assessment of equivalent RVR is made, the pilot
must be able to positively determine position on the airport and
correct runway, and positively establish that the aircraft is at the
correct position for initiation of takeoff. Typically this equivalent
RVR assessment is applicable only at a runway threshold where
runway identifying markings and number(s) are visible from the
takeoff position (e.g., not applicable to intersection takeoffs).
c) When such a pilot RVR assessment is made, the result of the
assessment should typically be provided to any pertinent air
traffic facility when practical, and may also be provided to the
operator (e.g., dispatch) to facilitate other operations and timely
distribution of meteorological information. It is not intended to be
a verification of minima or limit or restrict minima for the aircraft
making the report.

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d) Pilot assessment of touchdown zone RVR is to be made only

when the mid and roll out zone RVR are reported and both these
are not less than 200m.

7.0.5 CLASSIFICATION OF AEROPLANES

For approach, aircraft are classified in categories: A, B, C, D, and E.

The criteria taken into consideration for the classification of

aeroplanes by categories is the indicated airspeed at threshold (Vat) in
landing configuration at the maximum certified landing weight.

Vat = 1.3 Vs or

The aeroplane categories corresponding to Vat values are in the table

below:

AIRCRAFT APPROACH CATEGORY :

CATEGORY THRESHOLD AIRCRAFT

SPEED TYPE

Aircraft Vat (kts.)

B 91 to 121 ATR 42-320

ATR 72-600

C 121 to 141 CRJ-700

D 141 to 166 --

E 166 to 211 --

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7.1 COMMENCEMENT AND CONTINUATION OF APPROACH

(APPROACH BAN POLICY)

The PIC shall not commence an instrument approach if the reported

RVR/Visibility is below the applicable minimum.

If, after commencing an instrument approach, the reported

RVR/Visibility falls below the applicable minimum, the approach
shall not be continued:

(a) below 1 000 ft above the aerodrome; or

(b) into the final approach segment.

Where the RVR is not available, RVR values may be derived by

converting the reported visibility.

If, after entering the final approach segment or descending below

1000 ft above the aerodrome elevation, the reported RVR/visibility
falls below the applicable minimum, the approach may be continued
to DA/H or MDA/H.

The approach may be continued below DA/H or MDA/H and the

landing may be completed provided that the required visual reference
is established at the DA/H or MDA/H and is maintained.

The touch-down zone RVR is always controlling. If reported and

relevant, the mid-point and stop-end RVR are also controlling. The
minimum RVR value for the mid-point is 125 m or the RVR required
for the touch-down zone if less, and 50 m for the stop-end. For
aeroplanes equipped with a stop-end (roll-out) guidance or control
system, the minimum RVR value for the mid-point is 50 m.

Note: “Relevant”, in this context, means that part of the runway used during
the high speed phase of the landing down to a speed of approximately
60 knots.

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7.1.1 STABILIZED APPROACHES

All approaches shall be flown as stabilised approaches (SAp) unless

otherwise approved by DGCA for a particular approach to a particular
runway. Refer OM Part A Ch 25 for elaborative information.

7.1.2 NON-PRECISION APPROACHES.

All non-precision approaches shall be flown using the Continuous

Descent Final Approaches (CDFA) technique unless otherwise
approved by the DGCA for a particular approach to a particular
runway. When calculating the minima AASL shall ensure that the
applicable minimum RVR is increased by 200m for Cat A/B
aeroplanes and by 400m for Cat C/D aeroplanes for approaches not
flown using the CDFA technique, providing that the resulting
RVR/CMV value does not exceed 5000m. Refer OM Part D Ch 1 for
elaborative information

7.1.3 VFR OPERATING MINIMA

AASL shall ensure that:

VFR flights are conducted in accordance with the Visual Flight Rules
and in accordance with Table 2.Special VFR flights are not permitted
for commercial air transport aeroplanes.

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Table 2: Minimum Visibilities for VFR Operations

Note 1 - When the height of the transition altitude is lower than 3 050 m (10
000 ft) AMSL, FL 100 should be used in lieu of 10 000 ft.

Note 2 - When so prescribed by the appropriate ATS authority: flight

visibilities reduced to not less than 1 500 m may be permitted for flights
operating:

1) at speeds that, in the prevailing visibility, will give adequate opportunity to

observe other traffic or any obstacles in time to avoid collision; or

2) in circumstances in which the probability of encounters with other traffic

would normally be low, e.g. in areas of low volume traffic and for aerial work
at low levels.

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7.2 AERODROME OPERATING MINIMA - LANDING

Normal Aerodrome Operating Minima

Normal AOM shall be calculated based on the latest information of

airport facilities, procedures and OCAs. Operators shall ensure that
only information promulgated by the Airports Authority of India
(AAI) through the Aeronautical Information Service is used for
calculation of AOM at civil and defence aerodromes.

Restricted Aerodrome Operating Minima.

Restricted AOM shall be based on additives applied to the Normal

AOM as below;

Restricted AOM = Normal AOM DA(H)/MDA (H) + 100 ft and

normal AOM Visibility/RVR + 400 m .

Category I, APV and Non-Precision Approach Operations

A Category I approach operation is a precision instrument approach

and landing using ILS, GLS (GNSS/GBAS) or PAR with a decision
height not lower than 200 ft and with visibility not less than 800 m or
an RVR not less than 550 m.

A non-precision approach (NPA) operation is an instrument approach

using any of the facilities described on Table 3 (System Minima) with
a MDH or DH not lower than 250 ft and an RVR/CMV not lower than
750 m unless accepted by DGCA.

An APV operation is an instrument approach which utilizes lateral

and vertical guidance, but does not meet the requirements established
for precision approach and landing operations, with a DH not lower
than 250 ft and a runway visual range of not less than 600 m unless
approved by DGCA.

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Decision height (DH).

AASL must ensure that the decision height to be used for an approach is not
lower than:

(a) the minimum height to which the approach aid can be used without the
required visual reference; or

(b) the OCH for the category of aeroplane; or

(c) the published approach procedure decision height where applicable; or

(d) 200 ft for Category I approach operations; or

(e) the lowest decision height specified in the Aeroplane Flight Manual (AFM)
or equivalent document, if stated; whichever is higher.

Minimum descent height (MDH).

AASL must ensure that the minimum descent height for an approach is not
lower than:

(a) the OCH for the category of aeroplane; or

(b) the system minimum in Table 3; or

(AFM) if stated; whichever is higher.

Visual reference.

A pilot may not continue an approach below MDA/MDH unless at least one of
the following visual references for the intended runway is distinctly visible and
identifiable to the pilot:

(a) elements of the approach light system;

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(b) the threshold;

(c) the threshold markings;

(d) the threshold lights;

(e) the threshold identification lights;

(f) the visual glide slope indicator;

(g) the touchdown zone or touchdown zone markings;

(h) the touchdown zone lights;

(i) runway edge lights

Table 3: System Minima vs Instrument Approach Procedures

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Note 1.— 200 ft is the lowest authorized DH for Category I operation unless an
equivalent level of safety can be achieved through use of additional procedural
or operational requirements.

Note 2.— A lowest DH of 200 ft for RNAV with approved vertical guidance
approaches shall only be used if full SBAS capability is available. Otherwise a
DH of 250 ft is required.

Determination of RVR/CMV/Visibility minima for Category 1, APV and

nonprecision approaches.

The minimum RVR/CMV/Visibility shall be the highest of the values derived

from Table 4 or Table 5, but not greater than the maximum values shown in
Table 5 where applicable. The values in Table 4 are derived from the formula
below with the length of the approach lighting system taken into account as
part of the formula for derivation of RVR;

Required RVR/Visibility (m) = [(DH/MDH (ft) x 0.3048) / tanα] - length of

approach lights (m);where α is the calculation angle, being a default value of
3.00° increasing in steps of 0.10° for each line in Table 5 up to 3.77° and then
remaining constant.

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Table 4: Lowest Straight-in Approach Minima for Instrument Approach

and Landing Operations Other Than CAT II or CAT III

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Table 5: Minimum and Maximum RVR for Instrument Approaches down

to CAT I Minima

Failed or downgraded equipment – effect on landing minima

The table has instructions intended for use both pre-flight and in-flight. It is
however not expected that the PIC would consult such instructions after
passing 1 000 ft above the aerodrome. If failures of ground aids are announced
at such a late stage, the approach could be continued at the PIC’s discretion. If
failures are announced before such a late stage in the approach, their effect on
the approach should be considered as described in Table 5a, and the approach
may have to be abandoned.

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Table 5a: Failed or downgraded equipment – effect on landing minima

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Note1 – Conditions applicable to Table 5a:

(a) multiple failures of runway lights other than indicated in Table 5a are not
acceptable;

(b) deficiencies of approach and runway lights are treated separately;

(c) Category II or III operations. Deficiencies in equipment are notpermitted;

and

(d) failures other than ILS affect RVR only and not DH.

(e) “RVR assessment - “No effect” is subject to

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As long as human observation/manual RVR is reported, when isibility is

below 800m.

The MID RVR report may be substituted for TDZ RVR if TDZ RVR report is
not available)

Approach Lighting Systems

In order to qualify for the lowest allowable values of RVR detailed in Table 4
(applicable to each approach grouping), the instrument approach procedures
should be flown as an instrument approach and landing operation and shall
meet at least the following facility requirements and associated conditions:

(a) Instrument approaches procedures with a designated vertical profile up to

and including 4.5° for Category A and B aeroplanes, or 3.77° for Category C
and D aeroplanes, unless other approach angles are approved by DGCA, where
the facilities are:

i) ILS/MLS/GLS/PAR; or

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ii) RNAV with approved vertical guidance; and where the final approach track
is offset by not more than 15 degrees for Category A and B aeroplanes or by
not more than 5 degrees for Category C and D aeroplanes.

(b) Instrument approach procedures flown using the CDFA technique with a
nominal vertical profile up to and including 4.5° for Category A and B
aeroplanes, or 3.77° for Category C and D aeroplanes, unless other approach
angles are approved by DGCA, where the facilities are NDB, NDB/DME,
VOR, VOR/DME, LOC,LOC/DME, VDF, SRA or RNAV/LNAV, with a final
approach segment of at least 3 NM, which also fulfill the following criteria:

i) the final approach track is offset by not more than 15 degrees for Category A
and B aeroplanes or by not more than 5 degrees for Category C and D
aeroplanes; and

ii) the FAF or another appropriate fix where descent is initiated is available, or
distance to THR is available by FMS/RNAV or DME; and

ii) if the MAPt is determined by timing, the distance from FAF to THR is < 8
NM.

An RVR of less than 750 m as indicated in Table 4 may be used for:

(a) Category I operations to runways with FALS (see Table 6), runway
touchdown zone lights (RTZL) and runway centre line lights (RCLL); or

(b) Category I operations to runways without RTZL and RCLL when an

approved HUDLS, or equivalent approved system, or when conducting a
coupled approach or flight-director-flown approach to the DH; or

(c) RNAV with approved vertical guidance approach procedures to runways

with FALS, RTZL and RCLL when using an approved HUD.

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7.3 TAKE-OFF MINIMA AERODROME OPERATING MINIMA –

TAKE OFF
Take-off minima established by the operator must be expressed as
visibility or RVR limits, taking into account all relevant factors for
each aerodrome planned to be used and the aeroplane characteristics.
Where there is a specific need to see and avoid obstacles on departure
and/or for a forced landing, additional conditions (e.g. ceiling) must
be specified. The commander shall not commence take-off unless the
weather conditions at the aerodrome of departure are equal to or better
than applicable minima for landing at that aerodrome unless a suitable
take-off alternate aerodrome is available. The take-off alternate
aerodrome should have weather conditions and facilities suitable for
landing the aeroplane in normal and non-normal configurations
pertinent to the operation. The take-off alternate weather (actual and
forecast) shall not be less than ILS CAT I minima. The take-off
alternate aerodrome should be located within the following distance
from the aerodrome of departure:

a) Aeroplanes with two engines: not more than a distance

equivalent to one hour flight time at the single engine cruise
speed in still air conditions.

b) Aeroplanes with three or more engines: not more than a distance

equivalent to two hours flight time at the one engine inoperative
cruise speed.

The take-off minima will be the same as landing minima unless a

Lower Take-off Minima has been established.

Visual reference.
The take-off minima must be selected to ensure sufficient guidance to
control the aeroplane in the event of both a discontinued take-off in
adverse circumstances and a continued take-off after failure of the
critical power unit.

7.4 TAKE-OFF ALTERNATE AERODROME

A take-off alternate aerodrome shall be selected and specified in the
operational flight plan if the weather conditions at the aerodrome of

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departure are at or below the applicable aerodrome operating minima

or it would not be possible to return to the aerodrome of departure for
other reasons.

The take-off alternate aerodrome shall be located within the following

distance from the aerodrome of departure.
(a) Aeroplanes having two engines. Not more than a distance
equivalent to a flight time of one hour at single- engine cruise
speed, and

For an aerodrome to be selected as a take-off alternate the available

information shall indicate that, at the estimated time of use, the
conditions will be at or above the aerodrome operating minima for
that operation.

A flight to be conducted in accordance with instrument flight rules

shall not be commenced unless information is available which
indicates that conditions at the aerodrome of intended landing or,
where a destination alternate is required, at least one destination
alternate aerodrome will, at the estimated time of arrival, be at or
above the aerodrome operating minima.

NOTE: The weather conditions at either destination or at least one

destination alternate must be at or above the applicable aerodrome
operating minima. The minimum visibility/RVR for take off table to
be used are which meet CAR Section 4 Series B Part I provisions.

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ALLIANCE AIR TAKE-OFF MINIMA

Take-Off Suitable designated Takeoff alternate airport should be
Alternate : available and filed with the ATC as Takeoff alternate
for departure , within one hour of flying time for two
engine aircraft based on the specified one engine
inoperative speed in still air conditions.
Take-Off Takeoff Alternate Weather (actual and forecast) shall
Alternate not be les than the applicable landing minima and
Minima : shall not be less than ILS CAT I minima
Applicable to CRJ 700 Aircraft
Departure Departure VIS/R
Airfield Runway VR Take-off Alternate
Bhubanesh Kolkata/Vizag/Ranchi/Raipu
war 14,32 400m r
09,27,11,29, Jaipur/Lucknow/Amritsar/C
Delhi 10,28 400m handigarh/Dehradun
Dehradun 08,26 400m Chandigarh/Delhi/Amritsar
Guwahati 02,20 400m Bagdogra/Imphal/Dibrugarh
01L,19R,01
Kolkata R,19L 400m Bhubaneshwar/Ranchi/Gaya
Ahmedabad/Mumbai/Vadod
Surat 04,22 400m ara
Ahmedabad/Mumbai/Rajkot/
Vadodara 04,22 400m Udaipur

Note 1 : For Vis/RVR 400 m Runway edge lights or Runway centre

line markings required for Day Operation

Note 2 : For Vis/RVR 400 m Runway edge lights or centreline

lights and Runway end lights required for Night Operation

Note 3 : For Vis/RVR 400 m and more no special training

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required.

Note 4 : For Vis/RVR 500 m required Adequate Visual Reference

(Day only). Adequate visual reference means that a pilot is able to
continuously identify the takeoff surface and maintain directional
control.

Note 5 : Whenever Takeoff is carried out below landing minima,

then one suitable takeoff alternate must be considered within the
range of a specified single engine TAS.

Note 6 : Meteorological visibility to RVR conversion is not to be

used for takeoff

ALLIANCE AIR TAKE-OFF MINIMA

Take-Off Suitable designated Takeoff alternate airport
Alternate : should be available and filed with the ATC as
Takeoff alternate for departure , within one hour of
flying time for two engine aircraft based on the
specified one engine inoperative speed in still air
conditions.
Take-Off Takeoff Alternate Weather (actual and forecast)
Alternate shall not be les than the applicable landing minima
Minima : and shall not be less than ILS CAT I minima
Applicable to ATR 42/72 Aircraft
Departure Departure VIS/RV
Airfield Runway R Take-off Alternate
Allahabad 12,30 400m Varanasi/Lucknow
09,27,11,29,1
Delhi 0,28 400m Jaipur
Imphal/Silchar/Agartal
Guwahati 02,20 400m a
Dimapur/Silchar/Agart
Imphal 04,22 400m ala/Guwahati

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Jabalpur 06,24 400m Bhopal/Nagpur

01L,19R,01R
Kolkata ,19L 400m Bhubaneshwar
Agartala/Guwahati/Imp
Silchar 06,24 400m hal
Patna 07,25 400m Ranchi/Varanasi
Ranchi 13,31 400m Patna

Note 1 : For Vis/RVR 400 m Runway edge lights or Runway centre

line markings required for Day Operation

Note 2 : For Vis/RVR 400 m Runway edge lights or centreline

lights and Runway end lights required for Night Operation

Note 3 : For Vis/RVR 400 m and more no special training

required.

Note 4 : For Vis/RVR 500 m required Adequate Visual Reference

(Day only). Adequate visual reference means that a pilot is able to
continuously identify the takeoff surface and maintain directional
control.

Note 5 : Whenever Takeoff is carried out below landing minima,

then one suitable takeoff alternate must be considered within the
range of a specified single engine TAS.
Note 6 : Meteorological visibility to RVR conversion is not to be
used for takeoff

7.5 TAKE-OFF AND LANDING AT AERODROME HAVING NO

INSTRUMENT APPROACH PROCEDURE
The aerodrome operating minima pertains to specific instrument
approach procedures and not to aerodromes as such. Therefore, at an
aerodrome where the Instrument Approach Procedure is not in
existence, there is no aerodrome operating minima. These aerodromes
are termed as VFR airfields. For operating to such airfields, VFR
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criteria has to be satisfied, i.e. Visibility not below 5 KM and cloud

ceiling not below 1500 ft .

7.6 COMMANDERS’ RESPONSIBILITY

For Low Visibility operations, it is the Commander’s responsibility to
evaluate through his own observations that the actual conditions at the
time of take off/ landing are at least equal to or better than the filed
minima even though, the reported visibility is above minima and ATC
has given him clearance. Even if Met, conditions meet the minima
required the Commander may use his discretion to delay a take-off or
a landing if the weather has deteriorated or is likely to deteriorate.

7.7 PRESENTATION OF AERODROME OPERATING MINIMA

This is as per minima prepared and issued by Operations Department,
Alliance Air and Let Down Charts issued by M/s Jeppesen for
incorporation in the individual Jeppesen Manual.

7.8 RUNWAY VISUAL RANGE (RVR).

The range over which the pilot of an aircraft on the centreline of a
runway can see the runway surface markings or the lights delineating
the runway or identifying its centreline.

An instrumentally derived value, based on standard calibrations that

represent the horizontal distance a Pilot is expected to see down the
runway from the approach end. It is based on the sighting either high
intensity runway lights or on the visual contrast of other targets
whichever yields greater visual range. The range over which the pilot
of an aircraft on the centre line of a runway can see the runway
surface markings or the lights delineating the runway or identifying its
centre line. RVR is horizontal visual range, not slant visual range. It is
based on measurement of a transmissometer made near the touch-
down point, mid-point or roll out end of the instrument runway and is
reported in metres and hundreds of feet. RVR is required to be
reported when the prevailing visibility is less than 1500 meters. The
RVR also can be measured by manual means. The RVR when
promulgated by ATCs, measured either by means of instruments or by

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manual means. It may be noted that RVR below 550 M must be

reported by instruments only.

There may be three RVR values measured on an instrument runway,

i.e.

i) Touch-down RVR -The RVR readout values obtained from RVR

equipment serving the runway touchdown zone.

ii) Mid RVR –The RVR values obtained from RVR equipment
located midfield of the runway.

iii) Roll out RVR -the RVR values obtained from RVR equipment
located nearest the rollout end of the runway.

Applicability of Operating Minimas for CAT-I approaches in terms of

RVR should be as follows :

(a) The touch-down RVR will be the controlling RVR for

applicability of operating minimas for CAT-1 approaches in
terms of RVR which should be equal to or above the
specified minima. (As per the DGCA letter no. AV-22012/3/
2004-FID dt. 22.9.2004)

(b)The above will not be applicable to restricted Captains

operating under higher minima.

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7.9 METEROLOGICAL CONDITIONS & VISIBILITY

The visibility as determined by atmospheric conditions and expressed
in units of distance to see and identify prominent unlighted objects by
day and prominent lighted object by night. A flight to be conducted in
accordance with the visual flight rules shall not be commenced unless
current meteorological reports or a combination of current reports and
forecasts indicate that the meteorological conditions along the route or
that part of the route to be flown under the visual flight rules will, at
the appropriate time, be such as to enable compliance with these rules.

A flight to be conducted in accordance with the instrument flight rules

shall not take off from the departure aerodrome unless the
meteorological conditions, at the time of use, are at or above the
operator’s established aerodrome operating minima for that operation;
and shall not take off or continue beyond the point of in-flight re-
planning unless at the aerodrome of intended landing or at each
alternate aerodrome, current meteorological reports or a combination
of current reports and forecasts indicate that the meteorological
conditions will be, at the estimated time of use, at or above the
operator’s established aerodrome operating minima for that operation.
To ensure that an adequate margin of safety is observed in
determining whether or not an approach and landing can be safely
carried out at each alternate aerodrome, the appropriate incremental
values for height of cloud base and visibility to be added to the
established aerodrome operating minima would be in accordance with
CAR Section 8 Series ‘C’ Part I.

7.9.1 PREVAILING VISIBLITY

Prevailing visibility is the least horizontal visibility observed in any
direction around the airfield. Prevailing visibility is controlling when
no other reports are given.

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7.9.2 MEL REQUIREMENTS

All commercial transport operators shall ensure that the following is

fully serviceable for flights to or from aerodromes with forecast or
actual adverse weather conditions irrespective of the type of aircraft.

(a) Weather radar.

(b) Windshield wipers (where fitted).

Aircraft certificated for adverse weather performance.

Aircraft that have manufacturer certificated adverse weather

performance with appropriate MMEL for defects/unavailability are to
incorporate the same in their MEL and be governed by the limitations
and considerations therein.

7.9.3 Intentionally left blank

7.9.4 PROHIBITION OF LANDING BELOW MINIMA

All operations below the filed minima are strictly prohibited. No
aircraft shall commence or continue an approach to landing at an
airfield if the reported visibility/RVR is below minima. Landing
below the minima is only permissible in an emergency. In such cases
a report shall be made to Executive Director (AO).

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7.9.5 VISUAL APPROACH

For a visual approach, AASL shall use higher of the associated

nonprecision approach minima or minimum visibility/RVR of 2800 m
for Category A/B aeroplanes, 3200 m for Category C aeroplanes and
3600 m for Category D aeroplanes. If visual approach is requested for
a runway which has only a circling approach, the ground visibility
shall not be less than 5 Km.

Table 9: Alternate (Destination and Enroute) Aerodrome Operating

Minima for Dispatch

Note 1 - Conditional forecast elements need not be considered, except

that a PROB40 or TEMPO condition below the lowest applicable
planning minima must be taken into account

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Note 2 – When determining the usability of an IAP, wind plus gust

forecast must be within operating limits, including reduced visibility
limits, and should be within the aeroplane maximum approved
crosswind value.

Note 3 – When dispatching under the provisions of MEL, those MEL

limitiations affecting instrument approach minima must be considered
in determining alternate minima.

Note 4 – For airports supporting at least two approach and landing

operations each providing a straight-in approach and landing
operation to different suitable runways, the term “suitable runways”
will account for factors such as crosswind/tailwind components, LDA,
runway surface that shall be within aircraft limitations for both
runways

7.10 COMMENCEMENT OF FLIGHT IN ACCORDANCE WITH

THE INSTRUMENT FLIGHT RULES

7.10.1 DEPARTURE AERODROME

A flight shall not be commenced unless the meteorological conditions
at the airport of departure are at or above the filed landing unless the
specific airfield and crew are cleared for low visibility take-off). The
available information should indicate that the meteorological
conditions at the airport of intended landing and at least one alternate
airport will be at or above the prescribed weather minima at the
expected time of arrival of the aircraft. A flight may be cleared
provided two airports, i.e. the destination and one alternate OR two
alternates are forecast to be above the prescribed weather minima at
the expected time of arrival.

7.10.2 FLIGHT CONTINUATION

A flight shall not be continued towards the airport of the intended
landing unless the latest available meteorological information
indicates that at the expected time of arrival, a landing can be affected
at the airport, or at least one alternate airport in compliance with
prescribed weather minima

Except in an emergency, an aircraft shall not continue its approach at

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an airport beyond a point at which the instructions on weather minima

contained in Route Manuals will be infringed.

Latest meteorological conditions obtained at various airports are

disseminated on VOLMETS and ATIS broadcasts and it is a good
operating practice to listen to such broadcasts and plan alternative
course of action in flight.

7.10.3 ALL WEATHER OPERATIONS – DESCRIPTION OF

OPERATIONS PROCEDURES

All weather operations consists of take-off, departure, arrival and

landings in all weather conditions. The operational procedures for
each aircraft type are given in the normal, supplementary and special
operation sections of the FCOM. Pilots must refer to these operational
procedures for their aircraft type.

Hazardous flight conditions encountered, other than those associated

with meteorological conditions, shall be reported to the appropriate
aeronautical station as soon as possible. The reports so rendered shall
give such details as may be pertinent to the safety of other aircraft.

7.11 PRECISION APPROACH CAT 1

General
A Category 1 operation is a precision instrument approach and landing
using ILS with:

- a runway visual range (RVR) not less than 550 metres, and
- a decision height (DH) not lower than 200 feet.

Decision Height
The DH shall be not less than the highest of:

- the minimum height to which the precision approach aid can be

used without the required visual reference;
– the OCH for the category of aircraft; or
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– 200 feet; or
– any State minima if applicable, or
– The Company minima.

Visual Reference
No pilot may continue a precision approach CAT 1 below the DH
unless at least one of the following visual references for the intended
runway is distinctly visible to, and identifiable by the pilot:

– elements of the approach lighting system;

– the threshold, or its markings, lights or identification lights;
– the visual glide slope indicator(s);
– the touchdown zone or zone markings or zone lights;
– the runway edge light
RVR for CAT 1 Approaches
FACILITIES
Full Intermediate Basic Nil
Approach
Lights
Runway Required Required Required Required
Markings
Approach 740 m or 420-739 m Less than 420 Nil
Lights more HIALS HIALS/MIA m LIALS or
/ MIALS LS no Approach
Lighting
system
Runway Required Required Required Required
Edge Lights
Threshold Required Required Required Required
Lights
Runway Required Required Required Required
End Lights
DH (ft) RVR/VIS RVR/VIS RVR/VIS RVR/VIS
200-250 RVR 550 m 800 m 1200 m 1200 m
VIS 800 m

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251-300 RVR 650 M 900 m 1300 m 1300 m

VIS 900 M
Above 300 • To be calculated as per standard formula

7.13 LOW VISIBILITY TAKEOFF OPERATIONS

Presently Low Visibility operations are not undertaken by AASL

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INTENTIONALLY LEFT BLANK

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8.0 SAFETY PRECAUTIONS DURING REFUELING WITH

PASSENGERS ON BOARD
The purpose of the Safety instructions is to comply with the
regulatory requirements regarding the disembarking, embarking and
care of in-transit passengers on board aircraft during fueling / de-
fueling operations.

8.1 REFUELING / DE-FUELING OF AIRCRAFT WHEN

PASSENGERS ARE EMBARKING, ON BOARD OR
DISEMBARKING

8.1 (a) The purpose of these Safety instructions is to comply with the
regulatory requirements regarding the disembarking, embarking and
care of in-transit passengers on board aircraft during fueling / de-
fueling operations.

The requirements laid down in the instructions are established to

ensure that adequate safety precautions are in place for the protection
of the traveling public during aircraft fueling/de-fueling operations.
The following requirements shall be made during the refueling / de-
fueling operations for all Alliance air fleet.

i) A qualified Deck Crew member or trained engineering personnel

to be on board and stationed in the Flight Deck during fueling /
de-fueling operations.
ii) In order to ensure that crew members receive prompt notification
of situation threatening safety, such as major fuel spill or a fire,
two way communication is to be maintained between the ground
crew supervising the fueling de-fueling and the Deck Crew
member/trained engineering personnel on board aircraft so that
the aircraft can be deplaned or evacuated.
iii) A means of communication among the Flight Deck Crew /
trained engineering personnel on board the aircraft, ground /
maintenance crew and fueling de-fueling agencies is determined
and established and the procedures are provided to the
appropriate personnel.
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iv) The aircraft engines shall not be running.

v) During the fueling/de-fueling process :-
a) Aircraft ground power generators or other electrical ground
power supplies shall not to be connected or disconnected.
b) Aircraft electrical, radar, radio system, shall not be operated
and switches relating thereto shall remain in ‘Off’ position
where Class ‘A’ fuels are being transferred.
c) Operation of radar shall not be permitted during fuelling.
d) Aircraft batteries shall not be removed or installed.
e) External battery chargers shall not be connected, operated
or disconnected.
f) Electric tools or similar tools likely to produce sparks or fire
shall not be used.
g) The use of electrical cabin cleaning equipment shall be kept
to the minimum, and
h) Photographic equipment shall not be used within 3 meters of
fueling / defueling equipment.
vi) Fueling / defueling shall be immediately suspended when there
are lightning discharges within 8 Km of the airport or during
severe electric storms.
vii) The aircraft shall be fueled / defueled in accordance with
manufacturers procedures for the type of aircraft.
viii) The aircraft emergency lighting system shall be armed and
minimum amount of cabin lighting is ON.
ix) "No Smoking" signs on board the aircraft shall be illuminated and
the "fasten seatbelt" sign OFF. Cabin attendant shall ensure that
no smoking takes place inside the cabin.
x) Use of portable electronic devices is prohibited during the
refueling / defueling operations and suitable pax announcement
made by cabin crew.

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xi) A minimum of two exits are designated evacuation exits during

fueling /defueling: one of which must be entry doors through
which the passengers embarked.
xii) Designated evacuation exits during fueling / defueling shall be
identified manned by trained Cabin Attendant and ensured that
they are clear and available for immediate use by passengers and
crewmembers, should evacuation be required.
xiii) The passenger-leading ramp shall be correctly positioned at
the cabin exit door and adequate provision shall be made to
maintain the equilibrium of the aircraft in case all
passengers attempt to leave by one exit.(ATR 72-600 tail
prop is attached).
xiv) The ready escape routes leading to each designated
evacuation exit shall be kept clear and unobstructed at all times.
xv) Means of evacuation such as a deployed integral stair, a loading
stair, or a loading bridge is in place at the aircraft door used for
the embarking and a disembarking of passengers and is free of
obstructions and available for immediate use by the aircraft
occupants, if necessary.
xvi) The minimum number of Cabin Attendants shall be on board and
positioned at or near each designated evacuation exit during
fueling / defueling. This is in compliance with rule 25A of Indian
Aircraft rules and ICAO Annexure 6 part 1.

xvii) The handling of freight and baggage to and around the

aircraft shall not proceed simultaneously with fuelling
unless adequate precautions have been taken to eliminate
fire risk.

8.1(b) REFUELLING WITH APU IN OPERATION

The APU which has exhaust in efflux discharging into the zone, shall
not be started after filler caps are removed or fuelling / defuelling

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connections are made. If an APU is stopped for any reason during

fueling / defuelling it shall not be restarted until the flow of fuel has
ceased and there is no risk of igniting fuel vapors, however the APU
may be operated in accordance with manufacturers approved Aircraft
flight Manual, if the Manual contains procedures for starting the APU
during fueling/defuelling.

REFUELLING WITH ENGINE RUNNING WITH PROP

BRAKES ON (HOTEL MODE)

Refuelling/ Defuelling is not permitted with engine running and

propeller brake on (Hotel Mode).

8.1( c) PRECAUTIONS IN CASE OF FUEL MIXTURES

Mixture of wide cut and kerosene turbine fuels could result in the air
fuel mixture in the tank being in the combustible range at common
ambient temperatures during fueling. The risk of this type of sparking
would be minimum if antistatic additive is put in fuel.

In cases of fuel mixtures a reduced rate of fuelling shall be adopted.

The amount of reduction in flow rate needed is dependent upon the
fuelling equipment in use and the type of filtration employed on the
aircraft fuelling distribution system.

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9.0 GROUND HANDLING PROCEDURES

a) The Ground Handling department of Air India Ltd. is responsible

for the intake and outgo process i.e. the checking-in of passengers,
baggage, freight and ensuring their security checking, baggage
identification, transportation to the aircraft and orderly boarding /
loading. It is also responsible to load the aircraft within the mass and
balance limits. In order to ensure correct loading of aircraft and
keeping its centre of gravity of aircraft within limits at all times during
flight, it is necessary that row numbers and seat numbers are allocated
to all passengers traveling in all AASL flights in the form of printed
boarding pass.

The allotment of specific seat numbers will ensure that the boarding of
aircraft is carried out in a smooth and orderly manner and that there is
no confusion as to which seats the passengers are required to occupy.
In addition, such allocation of seat numbers will also facilitate quick
head-count of passengers for tallying with passenger manifest entries
as and when required. Furthermore, in the unlikely event of an aircraft
accident or in the case of unlawful interference with the aircraft, the
seat numbers allotted to individual passengers will assist follow-up
action/ investigation.

Allotment of specific seat numbers will also help AI ground staff to

properly position handicapped or physically infirm or aged passengers
to convenient seats for ease of boarding, disembarkation or use of
aircraft facilities It is also responsible for passenger deplaning, their
transportation to the terminal and the delivery of all passenger
baggage, freight and mail.

b) Ground handling of all Alliance Air aircraft is undertaken by the

Ground Support Department of the Air India. The responsibility
for correct and safe handling with appropriate equipment is the
responsibility of the Ground Support Department. Ground

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Handling Procedures are laid down in the Ground Support

Procedures Manual.

9.1(A) HANDLING CHILDREN/INFANTS, SICK PASSENGERS AND

PERSONS WITH REDUCED MOBILITY

i) INFANTS
Passengers carrying infants on board Alliance Air aircraft shall be
seated as per the plan given below. However no passenger
carrying an infant shall be located near any emergency exit.

CRJ700
1 infant in each block of seat on the right side of the aisle (limitation
due to additional oxygen mask in the PSU), VT-RJB however may
have one infant on each block of seat on both sides of aisle.

ATR42 / 72
No restriction on carriage of infants

ii) CHILDREN
Children below the age of 15 cannot be seated to the designate
emergency exit row. Children travelling unaccompanied with
adults shall be seated to as seat as close as possible to the cabin
attendants.

iii) DISABLED ETC. PASSENGERS

CAR section 3 series M part I stipulates the guidelines on the
subject and Alliance air complies with all the provision and
content of the CAR.
Such carriage is permissible provided advanced intimation has
been given to the Commercial Department to enable them to
make the necessary arrangements. It will be the responsibility of
the Commercial Department to satisfy the Commander that the
required regulations have been complied with and such
passengers including those on wheel chairs will be embarked first
and disembarked last. Their embarkation and disembarkation will
be done as per policy laid down by the commercial department.
Disabled passengers must be seated away from emergency exits.
Plaster casts should not obstruct the isle.

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It is recognised that disabled passengers could be at severe risk in the

event of survivable aircraft accident, and that a large number of such
passengers could add an unacceptable impediment to evacuation from
an aircraft of able bodied persons. Alliance Air will continue to do
whatever is possible and reasonable for disabled passengers wishing to
travel on its services. It will be made clear to disabled passengers
traveling both on normal schedule services and charter flights that
only limited assistance would be available in an emergency.

Air crew is informed that they are not expected to put themselves a
risk in rescue attempts in an emergency in the above context.

iv) STRETCHERS
Due to limitations of the aircraft cabin, stretchers cannot be
carried on both ATR 42 / 72 and CRJ 700 fleet.

9.1(B) TRANSPORTATION OF INADMISSIBLE PASSENGERS,

DEPORTEES OR PERSONS IN CUSTODY

i) PRISONERS
The term "prisoner" means a person who is confined in any prison and
includes a person who is arrested under any law for the lime being in
force.

No prisoner shall be taken aboard or carried on an aircraft except

under and in accordance with a permit in writing issued by the
Director-General, (The Deputy Director General.) the Director of
Regulations and Information or any other officer of the Civil Aviation
Department authorized by the Central Government in this behalf and
subject to such conditions, if any, as he may specify in the permit.

ii) INADMISSIBLE PASSENGERS

No person shall knowingly carry or permit to be carried, or connive at
the carriage of a person suffering from any mental disorder or epilepsy
in any aircraft

Provided that this prohibition shall not apply if the person lo be

carried is certified by a registered medical practitioner to be fit to
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travel by air without being a risk to other passengers or to the aircraft,

and in addition:-

a) Has not taken or used any alcoholic drink or preparation within

twelve hours of the commencement of the flight;
b) Is kept under proper sedative, if in a state of excitement, during
the flight and stops en route and
c) Is accompanied by an attendant, provided that in case he has been
in a state of excitement requiring sedation within the two weeks
preceding the dale of commencement of the flight, he shall be
accompanied by a registered medical practitioner and adequate
escort who shall individually and collectively be responsible for
ensuring that no alcoholic drink or preparation is taken by the
person in their charge and that such person is kept suitably
sedated during the flight and stops en route.

9.1(C ) PERMISSIBLE SIZE AND WEIGHT OF BAGGAGE

a) CARRY ON BAGGAGE
The size of carry-on baggage should be such that the sum of the
length, width and depth of the baggage should not be more than
115 cms or 45inches.

b) CHECKED IN BAGGAGE
The rules governing the 'free Baggage Allowance' on all Alliance
Air flights operating on domestic routes are revised as follows:

i) "Free Baggage Allowance' under the 'Weight Concept' has been

raised and made uniform irrespective of the fare level or type of
aircraft.

ii) Infants will be permitted 10 kgs of Free Baggage Allowance'.

Passengers, connecting to Alliance Air Domestic Sectors From/To

USA/Canada and holding Through International Ticket, who shall
continue to have, the option of availing ‘Piece Concept’ on all types of
aircraft, as per existing rules.

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The ‘Free Baggage Allowance’ under the ‘Weight Concept’ is as

follows:

Category of passengers Class Free Baggage Allowance

CRJ700 ATR42/72

Adult/Child Y 15 Kgs. 15Kgs

Infant Y 10 Kgs 10Kgs

c) MAXIMUM NUMBER OF PASSENGERS

It is airline policy that no passenger or crew member shall travel
unless he has been provided a seal with a safety belt. Our present
seat configuration as authorised by the DGCA for carriage of
passengers is as given below:

Aircraft Type Maximum Seating Capacity

CRJ700 74
ATR42 48
ATR72-600 70

d) EXIT ROW SEATING

AASL comply exit row allotment of seat and pre flight

briefing as per CAR Section 2, Series-O, Part VII.

Exit Seat means :

Each seat having direct access to an exit i.e a seat from which a
passenger can proceed directly to the exit without entering an
aisle or passing around an obstruction.

As per Civil Aviation Requirement, the passengers should not be

allotted seat near exit row unless he is able to perform the
applicable functions.

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The seat near the exit row

CRJ700 : VT-RJB 14TH Row,
VT-RJC 12th Row,
VT-RJD and VT-RJE 13th Row

ATR 42-320: 1st & 2nd Row

ATR 72-600 : 1st Row

These rows should not be allotted to

a) Persons who are invalid/disabled.
b) Persons below 15 years of age.
c) Persons who are not able to read and understand instructions
related to emergency evacuation provided in printed,
handwritten or graphic form or the ability to understand oral
crew commands.
d) Pregnant women or Adult with infant
e) Passenger who does not wish to perform emergency exit
function.

Each passenger shall comply with instructions given by a crew

member. In the event of an emergency in which a crew member is not
available to assist a passenger occupying an exit seat may use, if
called upon, to perform the following functions:

i) Locate the emergency exit.

ii) Recognize the emergency exit opening mechanism.
iii) Comprehend the instructions for operating the emergency exit.
iv) Operate the emergency exit
v) Follow oral directions and hand signals given by a crew member.
vi) Stow or secure the emergency exit so that it will not impede use
of the exit.
vii) Pass expeditiously through the emergency exit; and
viii) Assess, select, and follow a safe path away from the emergency
exit.

Before taxi or pushback crew member should verify that no exit seat is
occupied by a person who may be unable to perform the applicable
functions and also obtain their willingness to assist emergency
evacuation.

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The passenger occupying the exit row seats are properly briefed by the
cabin crew regarding the emergency exit operation and evacuation
procedure. During briefing explain safety information card and also
the weight of the emergency exit shall be specified.

Before flight if cabin crew finds that a passenger assigned to an exit

seat would be unable to perform the functions as above or a passenger
requests a non- exit row seat, cabin crew with the help of ground staff
will relocate non-exit row seat.

In order to avoid last minute change of seat in the cabin the ground
staff should allot exit row seat to the passenger who can perform the
exit function and willingness of passenger is obtained at the time of
check-in ( before issuing the boarding pass).

All Cabin crew are advised to ensure the compliance of the above civil
aviation requirement before closing the doors.

e) PASSENGER WEIGHT
The following standard weight will be applied for the basis of
load calculation in all aircraft:
For Adult passenger 75 Kgs.

For Children of either sex between

2 yrs. and 12 yrs. of age 35 Kgs

For Infants under 2 yrs. of age 10 Kgs

For Crew 85 Kgs

Note : The above weights include hand baggage.

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9.1 (d) LOADING AND SECURING OF ITEMS

INSTRUCTIONS FOR SAFE LOADING

Specific seats shall be allotted to all passengers boarding at originating

stations of flights so that centre of gravity of the aircraft can be calculated
accurately and the C.G. is kept within the permissible limits.

During loading, it must be ensured that aircraft cabin floor loading

limitations are not exceeded.

The load must be securely tied so that there is no possibility of the load
shifting in flight and disturbing the calculated C.G. position.

The load must be tied at the specified places provided in the aircraft and the
tying ropes must be of sufficient strength to withstand the loads imposed on
it in flight.

The aircraft loading is the sole responsibility of the Commercial

Department of Air India Ltd. The weight and balance check shall be the
sole responsibility of the Commander of the aircraft. The Airline has
designated authorized representatives to fulfill this task, their signatures on
the weight and balance sheet (trim sheet) thereof, may be accepted in good
faith as proof of the task having been done. The Commander will ensure:

i) The load is such that the gross weight of the aircraft before take-
off does not exceed the maximum certified take-off weight and
the max. zero fuel limits as shown in the Aircraft flight Manual.
The weight a: which performance requirements can be met for the
flight concerned.

ii) The distribution of load is such that the structural loading

limitations for each load location are not exceeded. The
limitations on location of the centre of gravity(C of G) of the
loaded aircraft, laid down in the Aircraft Flight Manual are
satisfied.
iii) The stowage of the load is such that: It is secured and cannot shift
or break loose and cannot damage the aircraft or otherwise
endanger its operations.

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It does not obstruct aisles, doors or emergency exists, or those passage

ways of the holds that needs to be left clear in order to permit a crew
member access to emergency equipment in flight.

If the Commander suspects that an aircraft is not loaded in accordance

with the laid down procedure and limitation he may order weighing of
all Commercial load. If the aircraft is found overloaded it shall be re-
loaded as per the Commander’s instructions. In such cases the
Commander shall file a report to the ED(A.O) and fill a FSR-l form
for a reportable incident:

a) LOADING CARGO AND MAIL

i.) All freight except newspapers will be held back for 36 hrs. period
and only then despatched. Special care must be taken to ensure
that this rule is hot violated. Cargo, if X-rayed or examined
physically can be carried without cooling off restrictions.
ii.) Newspapers will be accepted only if they are in open packing.
They should be so bound as to make it possible for a quick visual
or manual check to ensure that they do not contain anything other
than newspapers.
iv) All mail will be checked by the P & T Department who will hold
parcels mail for 36 hrs before despatch.

As an Airline Policy, any cargo or baggage carried in the cabin should

be weighed and found fit for carriage by air. Packing should be
sufficiently strong to ensure transportation with ordinary care in
handling. As a Rule, not more than 75 kgs of weight shall be placed
on any passenger's seat in the cabin. Such load should be properly
netted, lashed and secured. Any suspect/ disputed cargo shall be dealt
with according to the Commander's instructions.

b) LOAD PRIORITY

The following are the guideline for off-loading to meet load and trim
requirements. The Commander has the authority to decide on the order
of priority keeping in mind the Air India Rule 5 since Commercial
handling for all Alliance Air flights is carried out by Air India Ltd.
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i) Corporation Stores.
ii) Free Passengers
iii) Ordinary Cargo
iv) Passengers paying rebated fare
v) Excess baggage
vi) Short shipped cargo
vii) Diplomatic Cargo
viii) Valuable Cargo
ix) Perishable Cargo
x) Newspapers
xi) Post Office Mail
xii) Staff on Duty
xiii) AOG, Corporation's Stores
xiv) Paying passengers and their baggage
xv) Diplomatic Mail.

9.1 (e) SPECIAL LOADS AND CLASSIFICATION OF LOAD

COMPARTMENTS

Commercial shall give prior intimation to Commander whenever

goods requiring special load notification are intended to be carried.
Any such load will be signed for by the Commander. Special loads
include carriage of arms, ammunition, weapons, animals, dead bodies,
precious cargo, diplomatic mail, etc.
For classification of compartments the pilot may refer to the aircraft
load and trim sheet.

a) CARRIAGE OF DEAD BODIES(ONLY ON CRJ700

AIRCRAFT)
Dead bodies shall not be carried along with passengers in the
cabin or in any holds accessible to the passengers. The
Commercial Department will ensure that the conditions laid down
by the DGCA are complied with before accepting such carriage.
Dead bodies may only be carried as freight in the baggage holds
in accordance with conditions laid down by the DGCA. The
carriage of dead bodies shall be only under special arrangements
and is subject to furnishing of a death certificate, police clearance

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as may be necessary. The Commander shall be informed of such

carriage.

b) CARRIAGE OF ANIMALS IN PASSENGER AIRCRAFT

- Live animals may be carried only in the aft cargo holds of the
CRJ700 aircraft only provided there is no direct access to the
passengers compartments and provided further that the
requirements specified by the DGCA are complied with. All
carriage of pet animals in the cabin of an aircraft shall be
with the prior permission of the Commander. When any
animal/bird/pet etc. is carried, a special load notification shall
be sent to Flight Despatch. This notification shall be
approved and signed by the Commander.

- Live animals are Not permitted on ATR42-320 &ATR 72-

600 Aircraft
c) CARRIAGE OF ANIMALS IN PASSENGER
COMPARTMENTS
No animals other than small inoffensive pets and trained guide
dogs may be carried in the passenger compartments provided that:

i) Not more than two pets are carried at a time.

ii) The pets and guide dogs are not allowed to occupy a
passenger seat.
iii) A moisture absorbent mat is placed under the pet/guide dog.
iv) Other passengers do not object to the presence of the pets/
guide dogs in the passenger compartments.
v) The guide dog is properly restrained and muzzled
vi) Pets other than such dogs are carried in suitable containers or
in the lap of a passenger.

d) CARRIAGE OF ANIMALS IN THE AIRCRAFT HOLD

All animals/birds etc. being carried in the aircraft holds shall be
so located:

CRJ700 Aft Cargo Compartment

ATR42-320 & ATR 72-600 Not permitted

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e) PRECIOUS CARGO

Precious cargo shall be handed over to the Cabin Crew and placed
in the precious cargo locker and locked in the presence of the
cabin crew who shall thereafter sign for it in a form commonly
known as H.O.P The Cabin Crew shall advise the Commander
whenever H.O.P, is on board. The Commander will give prior
intimation to destination station informing them of such carriage.
The Commander has the authority to refuse carriage of precious
cargo if the precious cargo locker is unserviceable.

f) ARMS , AMMUNITION, WEAPONS ETC..

ATR42-320 & ATR 72-600 - Not permitted

CRJ700- May be carried in the AFT Cargo hold when in
compliance to the applicable regulations.

9.1 (f) POSITIONING OF GROUND EQUIPMENT

Positioning of all ground equipment is handled by Parent Company
Air India Ltd as per the conditions laid down in the MOU.

9.1 (g) OPERATION OF AEROPLANE DOORS

For guidance on this issue the pilot is to refer to:

a) Respective aircraft FCOMs
b) Ground Support SOPs.

Cabin Crew Protocol

While entering or exiting from the cockpit, positively ensure that no

unauthorised personnel is in the vicinity of the cockpit door

One cabin crew shall be positioned outside the cockpit facing the
cabin, while the other crew attending the flight deck is inside the
cockpit.

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At all times during the flight, a minimum of two crewmembers shall

occupy the cockpit. The cabin crew shall be positioned inside the
cockpit whenever the flight crew needs to come out of the flight deck
to meet his physiological needs, till the time the flight crew returns
back to the flight deck.

The cockpit door shall be closed and locked at all times during the
flight, and whenever any crew member enters or exits the cockpit.

C.C.I.C shall carry out random checks to ensure that the door is closed
and locked

The cabin crew shall discreetly notify the flight crew in an event of
suspicious activity or breach of security in the cabin. This
communication shall be as per PIC’s instruction during the pre-flight
briefing.

9.1 (h) SAFETY ON RAMP

For guidance on this issue the pilot is to refer to :
a) Ground Support SOPs.
b) Quality Control .Manual

9.1 (i) START UP, DEPARTURE AND ARRIVAL PROCEDURES

Prior to engine start all aircraft doors must be closed and armed
(wherever applicable), cargo doors closed, wheels chocked and engine
vicinity cleared. Ground staff must be on ground interphone connect.
ATC permission is required to start engines. Once ATC has cleared
and ground staff has given clearance FCOM stipulated engine start
procedures are to be followed. In case of Push back-stipulated
procedures are to be followed.

Prior to ramp departure ATC clearance has to be obtained and also

clearance from ground. Minimum power is to be used for ground
safety.

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CRJ700- On arrival marshalling signals automatic parking directions

are to be followed. No. 2 engine must be shut first with aircraft held
on brakes and parking brake set (in case of hydraulic brake
abnormalities stipulated aircraft procedure must be followed).
Subsequently No. 1 engine is to be shut down. Once it is ensured that
the wheels are chocked and confirmed ,the anti-collision beacon is to
be switched off and seat bell signs switched off and opening of doors
commanded.

ATR42-320/ATR 72-600 - No 1 engine would be shut off first

during taxi in normal conditions and on arrival at the bay (the
propeller brakes of No 2 engine be engaged so that No 2 engine runs
in Hotel mode.N02 Engine may be shut down subsequently on
availability of GPU).

9.1(j) SERVICING OF AEROPLANES

For guidance on this issue the pilot is to refer to :
(i) Ground Support SOPs.
(ii) Quality Control Manual

9.1 (k) DOCUMENTS AND FORMS FOR AEROPLANE HANDLING

For guidance on this issue the pilot is to refer to:
(i) Quality Control Manual
(ii) Traffic Manual

9.1 (l) MULTIPLE OCCUPANCY OF AEROPLANE SEATS

The airline policy does not permit multiple occupancy of aircraft seats
except in the case of infants in arms.

9.2 REFUSAL OF EMBARKATION- ENROUTE OFF LOADING

The Commander has the authority to off-load a passenger, if in his

opinion a passenger who is travelling or is intending to travel and who
may by virtue of his action intent, behaviour, jeopardize the
safety/orderly conduct of a flight or behave in a disorderly manner.
Such action may be necessary for one of the following additional
reasons:
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i Safety.
ii. To prevent violation of any applicable laws, regulations or orders
of any state or country to be flown from India or over India.
iii. If conduct, status, age or mental/physical condition of a passenger
is such as to render him incapable of caring for himself/herself
without special assistance from AI (handling agent).
iv. Cause discomfort or make himself/herself objectionable to other
passengers.
v. Involve any hazard or risk to himself/herself or to other persons
or property.
vi The Commander may in addition, refuse to carry any passenger
who is in a state of intoxication.

In addition to the above justifiable reasons the Commander may off-

load a passenger(s) for reason due to illness or for reduction of load
necessitated by operational conditions. The decision of the
Commander in such circumstances shall be final. Whenever the
Commander off-loads passenger(s) and/or other commercial loads he
shall submit a Special Report giving reasons thereof to ED(AO) .

For any further information refer AASL Ground Handling Manual.

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INTENTIONALLY LEFT BLANK

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OBSERVING AN ACCIDENT

10.0 PILOT IN COMMAND OBSERVING AN ACCIDENT

a) When a Pilot-in-Command observes that either another aircraft or
a surface craft is in distress, he shall, unless he is unable, or in the
circumstances of the case considers it unreasonable or
unnecessary:

i) Keep in sight the craft in distress until such time as his

presence is no longer necessary.

ii) If his position is not known with certainty, take such action
as will facilitate the determination of it;

iii) Report to the rescue co-ordination center or air traffic

services unit as much of the following information as
possible:
- Type of craft in distress, its identification and condition
- Its position, expressed in geographical coordinates or in
distance and true bearing from a distinctive landmark or
from a radio navigation aid
- Time of observation expressed in hours and minutes
GMT
- Number of persons observed
- Whether persons have been seen to abandon the craft in
distress
- Number of persons observed to be afloat
- Apparent physical condition of survivors
- Act as instructed by the rescue co-ordination center or the
air traffic services unit.

b) If the first aircraft to reach the scene of an accident is not a search

and rescue aircraft it shall take charge of on scene activities of all
other aircraft subsequently arriving until the first search and
rescue aircraft readies the scene of the accident. If in the
meantime, such aircraft is unable to establish communication
with the appropriate rescue co-ordination center or air traffic
services unit, it shall, by mutual agreement, hand over to an
aircraft capable of establishing and maintaining such

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communications until the arrival of the first search and rescue

aircraft.

c) When it is necessary for an aircraft to direct a surface craft to the

place where an aircraft or surface craft is in distress, the aircraft
shall do so by transmitting precise instructions by any means at
its disposal. If no radio communication can be established the
aircraft shall use the appropriate signal.

d) When it is necessary for an aircraft to convey information to

survivors or surface rescue units, and two-way communication is
not available, it shall, if practicable, drop communication
equipment that would enable direct contact to be established, or
convey the Information by dropping the message.

e) When a ground signal has been displayed, the aircraft shall

indicate whether the signal has been understood or not by the
means describe in (iii) or, if this is not practicable, by use of the
appropriate signal.

10.1 ICAO ANNEX 12 PROCEDURE

When a Commander observes that either another aircraft or a surface
craft is in distress, he shall, unless he is unable, or in the
circumstances of the case considers it unreasonable or unnecessary:

a) keep in sight the craft in distress until such time as his presence is
no longer necessary;
b) if his position is not known with certainty, take such action as
will facilitate the determination of it;
c) report to the rescue coordination centre or air traffic services unit
as much of the following information as possible:
— type of craft in distress, its identification and condition;
— its position, expressed in geographical coordinates or in
distance and true bearing from a distinctive landmark or from
a radio navigation aid;

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— time of observation expressed in hours and minutes

Coordinated Universal Time (UTC);
— number of persons observed;
— whether persons have been seen to abandon the craft in
distress;
— number of persons observed to be afloat;
— apparent physical condition of survivors;
d) act as instructed by the rescue coordination centre or the air
traffic services unit.

10.1.1 SEARCH AND RESCUE

Refer to CAR, SEC 9 AIR SPACE AND AIR TRAFFIC
MANAGEMENT SERIES S PART I, regarding Search & Rescue.

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ANNEXURE “A”

SEARCH AND RESCUE SIGNALS

1. Signals with surface craft

The following manoeuvres performed in sequence by an aircraft mean that the

aircraft wishes to direct a surface craft towards an aircraft or a surface craft in
distress:
a) circling the surface craft at least once;
b) crossing the projected course of the surface craft close ahead at low altitude
and: 1) rocking the wings; or 2) opening and closing the throttle; or 3)
changing the propeller pitch.

Note.— Due to high noise level on board surface craft, the sound signals in 2)
and 3) may be less effective than the visual signal in 1) and are regarded as
alternative means of attracting attention.

c) heading in the direction in which the surface craft is to be directed.

Repetition of such manoeuvres has the same meaning.

The following manoeuvres by an aircraft means that the assistance of the

surface craft to which the signal is directed is no longer required:

– crossing the wake of the surface craft close astern at a low altitude
and: 1) rocking the wings; or 2) opening and closing the throttle; or 3)
changing the propeller pitch.
Note.— The following replies may be made by surface craft to the signal

– for acknowledging receipt of signals:

1) the hoisting of the “code pennant” (vertical red and white stripes)
close up (meaning understood);
2) the flashing of a succession of “T’s” by signal lamp in the Morse code;
3) the changing of heading to follow the aircraft.

– for indicating inability to comply:

1) the hoisting of the international flag “N” (a blue and white checkered
square);
2) the flashing of a succession of “N’s” in the Morse code.

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2. Ground-air visual signal code

Ground-air visual signal code for use by

survivors:

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Ground-air visual signal code for use by rescue units:

Symbols shall be at least 2.5 metres (8 feet) long and shall be made as
conspicuous as possible.
Note 1.— Symbols may be formed by any means such as: strips of fabric,
parachute material, pieces of wood, stones or such like material; marking the
surface by tramping, or staining with oil.
Note 2.— Attention to the above signals may be attracted by other means such
as radio, flares, smoke and reflected light.

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3. Air-to-ground signals

The following signals by aircraft mean that the ground signals have been
understood:
a) during the hours of daylight:
– by rocking the aircraft’s wings;
b) during the hours of darkness:
– flashing ON and OFF twice the aircraft’s landing lights or, if not so
equipped, by switching ON and OFF twice its navigation lights.

Lack of the above signal indicates that the ground signal is not
understood.

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ANNEXURE “B”

Applicable ICAO documents:

a) Annex 12-Search and Rescue

b) Annex 13 - Aircraft Accident Investigation

c) Doc 7030 - Regional Supplementary Procedures for Alerting and SAR

services applicable in the South-East Asia region

Rescue Coordination Centre Chennai RCC

Name Rescue Coordination Centre - Chennai

Postal Address Airports Authority of India, Chennai Airport,

Telephone Chennai 600027

91-44-22560700(RCC), 91-44-22561803(FIC),

Fax 91-44-22560893 (WSO)91-44-22560894(WSO)

91-44-22560700(RCC),
AFS VOMMYCYX
Telegraphic Aerodrome, Chennai
SAR Area Chennai FIR
Responsible agency Flight Information Centre, Chennai
or department
Name & location of Nil
Rescue Sub-Centre

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Delhi RCC

Name Rescue Coordination Centre - Delhi

Postal Address Airports Authority of India, I.G.I Airport, New
Delhi 110017
Telephone 91-11-25654061(RCC), 91-11-25653457(FIC),

Fax 91-ll-25653283(WSO) 91-ll-25653284(WSO)

91-11-25654061(RCC),
AFS VIDPYCYX
Telegraphic --
SAR Area Delhi FIR
Responsible agency Flight Information Centre, Delhi
or department
Name & location of Nil 1
Rescue Sub-Centre

Kolkata RCC

Name Rescue Coordination Centre - Kolkata

Postal Address Airports Authority of India, NSCBI Airport,
Kolkata
Telephone 91-33-25130218(RCC), 91-33-25119520(WSO),

Fax 91-ll-25653283(WSO)
91-33-25120218(RCC), 91-33-25130134(WSO)
AFS VECCYCYX
Telegraphic --
SAR Area Kolkata FIR
Responsible agency Flight Information Centre, Kolkata
or department
Name & location of Guwahati RSC
Rescue Sub-Centre

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Mumbai RCC

Name Rescue Coordination Centre - Mumbai

Postal Address Airports Authority of India, CSI Airport,
Mumbai
Telephone 91-22-26819421(RCC), 91-22-26828100
(EPBAX),
Fax 91-22-26828121(RCC), 91-22-26828066(WSO)
AFS VABBYCYX
Telegraphic --
SAR Area Mumbai FIR
Responsible agency Flight Information Centre, Mumbai
or department
Name & location of Nil 1
Rescue Sub-Centre

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CHAPTER - 11
SUCCESSION OF Issue-IV Rev.0 01 APR 2015
COMMAND

11.0 FLIGHT CREW FOR EACH TYPE OF OPERATION

INCLUDING THE DESIGNATION OF THE SUCCESSSION
OF COMMAND
For normal ferry/positioning flights, if no passengers are carried, the
aircraft may operate without any cabin crew on board. If any
passengers are carried the minimum required Cabin Crew shall be on
board.

11.1.1 CREW COMPOSITION AS PER TYPE OF AEROPLANE

BEING USED
a) The minimum flight crew required to operate the Company aircraft.

AIRCRAFT COMMANDER CO-PILOT

ATR42-320 1 1

ATR 72-600 1 1

CRJ700 1 1

Note: Pairing of Two Foreign Pilots – The company has regulatory

approval to pair two foreign pilots together without any need to have
an India pilot on board. However, time to time guidelines regarding
the pairing shall be notified by Flight Ops to Rostering section. All
pilots including Expats to undergo English Proficiency Test as
required by CAR.

b) The minimum cabin crew required on board Company aircraft:

AIRCRAFT CABIN CREW

ATR42-320 1

ATR 72-600 2

CRJ700 2

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COMMAND

Note: Cabin crew should be positioned so as to man the emergency

passenger entry/exit doors required for emergency evacuation.

c) CABIN CREW FOR FERRY FLIGHTS

No Cabin Crew shall be carried on a "Damaged ferry/substandard

flight". For normal ferry/relief, if any revenue passenger is carried
then minimum stipulated cabin crew are required.

11.1.2 CREW COMPOSITION AS PER AREA & TYPE OF

OPERATION BEING UNDERTAKEN
Commercial airlines operation within India connecting tier II & III
cities and small airfields of northeast and working as wholly owned
subsidiary of Air India Limited.

11.1.3 CREW COMPOSITION FOR ALL PHASES OF FLIGHT

AIRCRAFT COMMANDER CO-PILOT

ATR42-320 1 1

ATR 72-600 1 1

CRJ700 1 1

11.1.4 MINIMUM CREW REQUIREMENT AND FLIGHT DUTY

PERIOD PLANNED
Refer to Company Scheme and FDTL CAR.

11.1.5 MINIMUM COCKPIT EXPIERIENCE FOR FLIGHT CREW

Crew scheduling is responsible to ensure that total cockpit experience

hours of minimum 500 hrs in aggregate is met on each type of aircraft
to include PIC hours after company release and P2 hours after
endorsement on type.

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SUCCESSION OF Issue-IV Rev.0 01 APR 2015
COMMAND

11.1.6 No person holding a pilot’s licence issued under these rules and
having attained the age of sixty five years , shall act as Pilot-in-
Command or Co-pilot of an arcraft engaged in commercial air
transport operations unless it is operated in a multi-crew environment
and the other pilot is less than sixty years of age.

11.2 CREW INCAPACITATION

SUCCESSION OF COMMAND- FLIGHT CREW

The following shall be the immediate succession in command in the
event of incapacitation/death of the Commander until instructions are
received from the ED (Airlines Ops):

i) Co-pilot
ii) Cabin crew with pilot licence.

However, a pilot with a current command endorsement on type, if on

board, may be instructed to assume Command. Alternatively, the
Executive Director (Airlines Ops) may instruct any senior pilot on
board to assume command. Any Pilot who so assumes Command
shall not handle the controls if he does not hold a current endorsement
on type.

SUCCESSION OF COMMAND- CABIN CREW

a) Senior cabin crew member.

b) Cabin crew member

i.) Required cabin crew member.

ii.) Additional cabin crew member and cabin crew member during
familiarization flights.

11.3 OPERATION ON MORE THAN ONE TYPE

Operation on more than one type of aircraft for flight crew is not
permitted.

Cabin crew trained on more than one type of aircraft may be

scheduled on the aircraft types trained.
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CHAPTER - 11
SUCCESSION OF Issue-IV Rev.0 01 APR 2015
COMMAND

11.4 QUALIFICATION REQUIREMENTS

Flight crew must be in possession of valid pilot licence (CPL/ATPL,
FRTO, RTR, medical etc.) type rated and current. Their licence
medical requirement, route and aerodrome qualification must be valid.
Cabin crew must have undergone a DGCA approved training program
and must be certified to be a part of the cabin crew for the specific
aircraft type. Their safety emergency procedures training must be
current along with their periodic type specific refresher.

11.4.1 CABIN CREW

Refer DGCA approved Cabin Crew Training Manual

11.4.1.1 CABIN CREW

GENERAL
a) The most important function of the Cabin Attendants is to
provide the greatest amount of safety possible to passengers.
Safety extends from the prevention and care of the most minor
mishaps to the more serious situations that might arise.

b) In as much as no two emergencies are exactly alike, the crew

members must use common sense and must be prepared to
modify standard operating procedures to the best safety
advantage in dealing with each situation. Only those who have a
firm grasp of procedures will be able to handle each emergency
situation with confidence and success.

c) These are certain basic rules which Cabin Attendant members

must follow on each flight:

(i) Prior to departure of each flight, Cabin Attendant must locate

and check each item of emergency equipment.

(ii) Ask these questions: Is it there? Will it operate? Is it secure?

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(iii) Emergency stations and positions must be assigned and

reviewed thoroughly before departure and landing. A general
idea is not sufficient. You must know exactly where to go
and what to do.

d) No. 1 Cabin Attendant should report to the Captain about all

emergency equipment on board and serviceable.

TRAINING REQUIREMENTS
The requirements of Cabin Attendant training are specified in CAR
Section 7, Series M, Part I, Issue II, and dated 15th March 2010.
Alliance Air would follow the specified requirements for cabin crew
in all initial and recurrent trainings.

11.4.1.2 TRAINING, CHECKING AND SUPERVISION PERSONNEL

11.4.1.3 FLIGHT CREW

Refer OM D Chapter 1

11.4.2 CABIN CREW

Refer OM D Chapter 2

11.4.3 OTHER OPERATIONS PERSONNEL (FLIGHT

DESPATCHERS)
Refer OM D Chapter 3

11.4.4 CREW HEALTH PRECAUTIONS

Regardless of the importance of the health factors to all individual
crew members, guidance concerning health, hygiene, international and
domestic regulations, any symptomatic identification and corrective
actions are communicated from time to time by the company.

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11.5 CREW HEALTH PRECAUTIONS

11.5.1 THE REGULATIONS AND GUIDANCE TO CREW

MEMBERS CONCERNING HEALTH
Essentially all therapeutically effective drugs can produce undesirable,
toxic and potentially dangerous side effects. Therefore, as a general
policy air crew should avoid the use of any medication while on flight
duty. Many private doctors are not trained in aviation medicine.

11.5.1.1 ALCOHOL
Studies have shown degradation in piloting skills as long as 48 to 72
hrs after alcohol consumption. The company recommends that all air
crew discontinue use of alcohol for a 24 hrs period prior to duty.

The Airline Policy on the use of alcoholic drinks, medical drugs and
narcotics must be closely understood and closely adhered by all Air
Crew. Alliance Air bears a heavy responsibility for operating safely
and rely upon public confidence and acceptance for success of our
services. To be mentally alert, physically able and absolutely free of
the effects of alcohol, drugs and narcotics while on duty.

It must be noted that no air crew while in uniform or while wearing or

displaying the airline insignia shall enter any bar, cocktail lounge,
liquor shop or consume alcoholic drinks in public place. At the
discretion of the COO or the Executive Director (Airline Operations)
an exemption may be given for special functions/occasions.

The Company policy in dealing with cases of Breath Analyzer

positive cases is in conformity to the applicable regulations by the
DGCA CAR and the same is enlisted in the Company’s Flight Safety
Manual

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Prohibition on consumption of intoxicating mild psychoactive

substances:-

a) No person acting as, or carried in aircraft for the purpose of

acting as pilot, commander, navigator, engineer, cabin crew or
other operating member of the crew thereof, shall have 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 preparation in the course of the
flight, and no such person shall, while so acting or carried, be in a
state of intoxication or have detectable blood alcohol whatsoever
in his breath, urine or blood alcohol analysis or in a state in which
by reason of his having taken any alcoholic, sedative, narcotic or
stimulant drug or preparation, his capacity so to act is impaired
and no other person while in a state of intoxication shall enter or
be in aircraft.

b) AASL shall not serve any alcoholic drink on board and no

passenger traveling on such a service shall consume any alcoholic
drink while on board.

c) The holders of licenses shall not exercise the privileges of their

licenses and related ratings while under the influence of any
psychoactive substance which might render them unable to safely
and properly exercise the privileges of the licenses and ratings.
The holders of licenses shall not engage in problematic use of
substances.

11.5.1.2 NARCOTICS

The consumption of narcotics is not allowed for crewmembers unless

approved by the medical department.

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11.5.1.3 DRUGS

Use of any of the so-called social drugs, such as marijuana (in any
form), hallucinogenic (LSD etc). Simulants and non—therapeutic
narcotics is strictly prohibited. Some drugs such as marijuana can be
detected in the urine as long as 30 days after one casual exposure. Any
crew member who uses these drugs places his flying career in serious
jeopardy.

11.5.1.4 SLEEPING TABLETS

Sedatives, sleeping pills, tranquillizers belong to various drug

classifications. Some sleeping pill medications have a long duration of
action with a cumulative effect if repeatedly used. Any use of these
medications should be under Medical Supervision.

11.5.1.5 PHARMACEUTICAL PREPARATIONS

Crew members should not undertake flying duties while under the
influence of any drug that may adversely affect performance. Pilots
should know that many commonly used drugs have side effects liable
to impair judgement and interfere with performance.

Ideally crew member should not fly on duty whilst taking any
medication. When in doubt pilots should contact the medical
department to establish whether medication being taken precludes
flight duties or not.

The following are some of the types of medication in common use

which may impair reactions. There are many others and when in doubt
a pilot should consult the medical department.

• Hypnotic (Sleeping Tablets): Use of hypnotic must be

discouraged. They may dull the senses, cause confusion and slow
reactions.

• Antihistamines: All antihistamines can produce side effects such

as sedation, fatigue and dryness of the mouth. Quite commonly
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they are included in medication for treatment of the common

cold, hay fever and allergic rashes or reactions. Some nasal
sprays and drops may also contain antihistamines.

• Tranquillizer, Antidepressants and Psychotic Drugs

All these types of drugs preclude crewmember from flight duties

because of the underlying condition for which they are being used as
well as the possible side effects resulting from them. Flight duties
should not be resumed until treatment with these types of drugs has
been discontinued and until the effects of the drugs have entirely worn
off. This can take several days in some instances.

• Antibiotics: The underlying condition for which antibiotics are

being taken may prevent a pilot from flying.

• Analgesics (Pain killers): With a lot of analgesics and anti-

inflammatory agents, there is risk of gastric irritation or
haemorrhage. Ideally doctor's advice should be sought before
using them.

• Steroids (Cortisone, etc.): Use of steroids, with few exceptions,

precludes flight duties.

• Anti-diarrheas: As a lot of medications used in treating symptoms

of gastritis and enteritis (diarrhea) may cause sedation, blurring of
vision, etc., great care must be exercised in their usage by crew
members. In most cases grounding for a time may be necessary.

• Appetite Suppressants: These preparations can affect the central

nervous system and should not be taken during flight duties.
• Anti-hypertensive (Drugs for treating blood pressure): Certain
therapeutic agents are compatible with Hypertensive activity.
They should be prescribed only by a doctor experienced in
aviation medicine, and sufficient time must be allowed to assess
suitability and freedom from side effects before resumption flight
duties.

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• Alcohol: Alcohol, combined with most of the types of medication

is a most undesirable and dangerous combination.

11.5.1.6 IMMUNIZATION

Medical advice is to be sought concerning the period to be observed

before returning to flying duties following immunization.

11.5.1.7 SCUBA DIVING

Flying in pressurized aircraft after deep diving can result in the bends
(decompression sickness). A crewmember should not practice deep
diving to a depth exceeding 10 meters within 48 hours before a flight
assignment.

11.5.1.8 BLOOD DONATION

Following a blood donation the volume of blood lost is made up in a

matter of some hours but the cellular content can take some weeks to
return to the previous level. Crewmembers should not volunteer as
blood donors whilst actively flying. A crewmember should not donate
blood within 24 hours before a flight assignment.

11.5.1.9 MEAL PRECAUTIONS PRIOR TO AND DURING FLIGHT

Crew member are cautioned against eating food such as mayonnaise

(and products containing mayonnaise such as tartar sauce), custards,
cream pastries, meat salad, and frozen sea foods prior to and during
flight. Crew members should be cautious when making selections at
eating establishments serving food in buffet style.

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When aircraft ovens are used to heat food consumed by the flight
crew and more than one oven is available on the aircraft the food
served to the Commander and Co-pilot must not come from the same
oven. Captain and Co-Pilot must not consume the same type of meal
during periods of duty. They must not eat at the same time

Cases of acute food poisoning in the air continue to occur sporadically

and surveys of incapacitation of flight crew in flight show that of
these cases, gastro-intestinal disorders pose by far the commonest
threat to flight safety.

No other illness can put a whole crew out of action so suddenly and so
severely, thereby immediately and severely endangering a flight, as
food poisoning. Any food, which has been kept in relatively high
ambient temperatures for several hours after preparation, should be
regarded with extreme suspicion. This applies particularly to the
cream or pastry, which is commonly part of a set aircraft meal. The
re-heating process usually used in aircraft for the main course of a
meal rarely destroys food poisoning organisms and the toxins they
produce. These toxins are tasteless and cause no unpleasant odours.

Since the most acute forms of food poisoning frequently come on

suddenly 1-6 hours after contaminated food is eaten, common sense
rules should be observed as far as practicable in respect of meals taken
within 6 hours of a flight.

For any crewmember before and during flight it is essential to avoid

eating easily perishable foods as well as foods and drinks served cold.

11.5.1.10SLEEP AND REST

Adequate sleep and rest period will be observed by all crew members
as per FDTL.

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11.5.2 PRE FLIGHT MEDICAL

All air crew i.e Pilots /Cabin Crew including Supernumerary crew
shall be subjected to a pre-flight medical examination for all flights
including a designated VIP is to be carried on board for trace of
alcohol in their breath as per procedure laid down by the DGCA and
the Airline. The supernumerary crew flying for positioning not
travelling in the cockpit need not undergo the preflight medical
examination. The Executive Director (A.O) or DGCA representative
at his discretion may order a breath analyzer check of any of the crew
prior to or on completion of a flight.

Procedure for medical examination of Flight Crew and Cabin

Crew for alcohol consumption

a) INTRODUCTION

i) It is a well known fact that even when the blood alcohol levels are
zero in the body, there could be some effect of hangover, which is
mainly due to congeners. These congeners may take 15 to 18
hours to get dissipated and may produce ill effects for up to 36
hours depending upon the amount of alcohol consumed. Even 12
hours after a bout of drink, when blood alcohol level remains
zero, there is decrement in task performance. Alcohol present in
body even in small quantities jeopardizes flight safety on several
counts and is likely to adversely affect an aviator well into the
hangover period.

ii) Alcohol also interferes with the enzymatic cellular process or

oxidation, causes hypoxia and reduces individual's tolerance with
increase in altitude. It is known that a low alcohol blood level
between 30 mg% to 50 mg% disturbs the sensor-motor, visual
and cortical reaction. Consumption of alcohol results in
significant deterioration of psychomotor performance and
decreases the amount of mental capacity available to deal with
many essential tasks involved in the conduct of safe flight.
Should an emergency occur in-flight, the crew member under the
influence of alcohol is not capable of dealing with the problem.

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iii) Two ounces of whiskey raises the alcohol level to 50 mg.

The amount of alcohol in a can of beer is approx. the same as
in a sing le mixed drink. Wine, champagne, ale and other
alcoholic beverages have same effects as liquor, though the
concentration of alcohol varies from one beverage to the
other.
iv) Therefore, in the present state of our knowledge, the level of
blood alcohol compatible with safe flying is 'Zero', which is
also recommended by ICAO. It is equally important to
intensify the educational programme for crew members
regarding the inherent dangers of flying after consumption of
alcohol.
v) DGCA Civil Aviation Requirement lays down the procedure
to be followed for the breathalyzer examination of the crew
members for consumption of alcohol and actions to be taken
by the operators. It also dwells on the procedure to be
followed by the authorities concerned in the event of an
accident.
vi) DGCA has issued CAR Section-5, Series 'F', Part-III, Issue-II
for information, guidance and compliance by all concerned.

b) DEFINITIONS

Pre-flight Breathalyzer Examination: Test conducted on crew member

before departure of a flight to measures alcohol in his/her exhaled air
so as to determine the concentration of alcohol in the blood.

Post-flight Breathalyzer Examination: Test conducted on crew

member after arrival of a flight to measures alcohol in his/her exhaled
air so as to determine the concentration of alcohol in the blood.

c) APPLICABILITY

AASL will follow the guidelines and procedure for the medical
examination of alcohol consumption of crew members.

d) SAFETY REGULATIONS

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i) As per the provision of Rule 24 of the Aircraft Rules,'noperson

acting as, or carried in aircraft for the purpose of acting as pilot,
commander, navigator, engineer, cabin crew or the other
operating member of the crew thereof, shall have taken or used
any alcoholic drink, sedative, narcotic, or stimulant drug
preparation within 12 hours of the commencement of the flight or
taken or use any such preparation in the course of the flight, and
no such person shall, while so acting or carried, be in state of
intoxication or have detectable blood alcohol whatsoever in his
breath, urine or blood alcohol analysis or in a state in which by
reason of his having taken any alcoholic, sedative, narcotic or
stimulant drug or preparation his capacity so to act is impaired,
and no other person while in a state of intoxication shall enter or
be in aircraft.'

ii) The holders of license/ratings/authorisation/approval shall not

exercise the privileges of their
licenses/ratings/authorisation/approval while under the influence
of any psychoactive substance which might render them unable to
safely discharge their duties.

iii) For all scheduled flights originating from India, each flight
crew and cabin crew shall be subjected to pre-flight breathalyzer
examination.

iv) For all scheduled flights originating from destinations outside

India, post-flight breathalyzer examination of each flight crew
and cabin crew shall be carried out on reaching in India.

v) In case of diversion of flights, due to unforeseen

circumstances, to an airport where facility for pre-flight
breathalyzer examination is not available, the flight crew and
cabin crew shall undergo post-flight breathalyzer examination at
first landing.

vi) No crew member shall consume any drug/formulation or use

any substance mouthwash/tooth gel which has alcoholic content.
Any crew member who is undergoing such medication shall
consult the company aero medical doctor before undertaking
flying assignment.
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vii)Save as provided, representative of Air Safety

Directorate/OMS (CA) of DGCA at his discretion may order a
breathalyzer examination of any of the crew members prior to or
on completion of a flight.

e) EQUIPMENT USAGE

Air India Ltd is responsible to provide the equipment as per CAR

to meet the requirement of Pre Flight/Post Flight Medical
examination of the operating crew of AASL.

f) PROCEDURE FOR PRE-FLIGHT AND POST -FLIGHT

BREATHALYZER EXAMINATION

i) AASL has agreement with Air India Ltd (parent

company) to use their medical facilities for pre and
postflight medical checkup for AASL Crew.

ii) Post-flight breathalyzer examination shall be carried

out preferably in the aircraft after its arrival. The
time consumed in the post-flight breathalyzer
examination shall not be counted towards duty.

iii) Before each test, the Doctor/Paramedics/EMT shall

run an 'air blank' on the instrument and obtain a
reading of 0.000. The Doctor/Paramedics/EMT
shall also carry out a control test on daily basis and
keep a record of printout to ensure serviceability of
both the breathalyzer equipment and the printer.

iv) AASL shall keep the pre-flight and post-flight

breathalyzer examination record separately in a
bound volume with all pages serial numbered.
Breathalyzer examination record shall be
maintained as per the format given in Appendix I.
Scheduled airlines may maintain breathalyzer
examination records as per the format given in

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Appendix II of the CAR Section-5, Series 'F', Part-

III.

v) If the breathalyzer examination result is positive, a

repeat test shall be carried out after an interval of
maximum 15-20 minutes. During this time, the
subject crew may be permitted to wash his face and
rinse his mouth, if desired. Before the second test is
carried out, a control test must be taken with the
same equipment to verify the serviceability and
correctness of the breathalyzer. Both the readings so
obtained shall be recorded and print out taken. The
second test shall be carried out in the presence of a
witness either from flight dispatch or operations
department of the operator, who shall countersign
the test report.

vi) The make, serial number and calibration status of

the breathalyzer shall be recorded in the event the
crew member/maintenance personnel is detected
positive for alcohol consumption. Under no
circumstances third test shall be conducted.

vii) If the second test is satisfactory, the crew member

may be cleared for flight. If the crew member
refuses to undergo the second test, it shall be
recorded and the concerned crew member shall not
operate the flight. In such case, action against the
crew member shall be taken in accordance with
CAR.

viii) Additional crew member travelling as a passenger

on completion of duty or for positioning to operate
flight from the destination may not undergo pre-
flight breathalyzer examination. Such crew member
shall be subjected to pre-flight breathalyzer
examination from where he/she undertakes the
flight.

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ix) All the breathalyzer examination positive cases shall

be promptly reported but not later than 24 hours of
occurrence to the concerned Regional Air Safety
Offices of the DGCA and Director of Air Safety
(HQ).

g) ACTION ON POSITIVE TEST

i) Any crew member that tests pre-flight/post flight

breathalyzer examination positive for the first time/refuses to
undergo the pre-flight/post flight breathalyzer
examination/refuses to undergo the pre-flight/post flight
breathalyzer examination second time upon tested positive
during the first test/operates the aircraft without undergoing
pre-flight/post flight breathalyzer examination/attempt to
evade the pre-flight /post flight breathalyzer examination by
leaving the airport premises shall be kept off flying duty and
their license approval suspended for a period of three
months.

ii) In case of a repeat violation of the provisions

contained in Para (h) (i) the license/approval of
the crew member shall be suspended for a
period of three years by DGCA

iii) In case of a second repeat violation of the

provisions contained in Para(h)(i) the
license/approval of the crew member shall be
cancelled by DGCA.

iv) An Instructor/Examiner/Check Pilot/Check Cabin

Crew/Cabin Crew In-charge detected positive
for alcohol consumption during pre-flight/post
flight breathalyzer examination, will lose such
ratings/ authorisation for a period of three years
in addition to the action mentioned in Para (h)
(i) and (ii).
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v) All such violations shall be endorsed on the

individual's license by DGCA. AASL Chief of
Flight Safety/Accountable Manager shall
submit the details of license/ authorisation to
DGCA for necessary endorsement

vi) Whenever an expatriate pilot used by AASL for

operating flights is detected positive for alcohol
consumption during pre-flight/post flight
breathalyzer examination, the FATA shall be
cancelled and the expatriate pilot shall never be
considered for issue of the FAT A. In addition,
the concerned license issuing authority of the
country shall be informed by AASL.

h) POST -FLIGHT MEDICAL EXAMINATION

i)Any crew member who tests positive for alcohol consumption

in a post-flight breathalyzer examination shall have contravened
Rule 24 of the Aircraft Rules 1937. The details of his/her post-
flight breathalyzer examination, licenses, ratings and approvals
shall be immediately submitted along with original
licence/authorization/approval to the Director of Air Safety (HQ),
DGCA. Action on such cases shall be taken in accordance with
the proviso of Schedule VI of the Aircraft Rules, 1937. Pending
action under Schedule VI of the Rules, the involved crew member
shall surrender the licenses forthwith.

ii) In addition to action indicated in Para (h) (i) the

license/authorization/approval of person shall be suspended for a
period of one year. In case of an expatriate pilot, the punitive
action shall be in accordance with Para (g) (vi).

iii) An Instructor/Examiner/Check Pilot/Check Cabin Crew/Cabin

Crew In-charge detected positive for alcohol consumption during
post-flight breathalyzer examination, will lose such ratings/

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authorization for a period of three years in addition to the action

mentioned in Para (h) (i)

iv) In case of a repeat violation of the provisions contained in

Para (h) (i) or Para (h) (i) in combination with Para (g) (i) the
license/approval of the crew member shall be cancelled

i) MEDICAL EXAMINATION AFTER ACCIDENT

i) In the event of an accident at an airport or in its near vicinity,

the Officer In-charge of the airport shall ensure that the crew
members are immediately subjected to medical check-up for
consumption of alcohol. The doctor conducting such checkup
shall take samples of blood, urine, etc. required for detailed
chemical analysis. Such examination and collection of
samples shall be done at the Airport Medical Centre,
wherever available.

ii) In case where medical centers are not available at the airports
or when the condition of crew members requires immediate
hospitalisation, Aerodrome Officer In-charge shall ensure
that the sample of the blood, urine, etc. is taken at the nearest
hospital. These checks should be expeditiously carried out
without any loss of time.

iii) In case where accident is at a location far away from the

airport and the police authorities are able to reach the site
before the aerodrome authorities and the crew members are
alive, the procedure for collection of blood/urine samples
shall be performed by the police at the nearest hospital. Such
samples shall be properly preserved.

iv) For the purpose of chemical analysis, the sample may be

forwarded to local forensic laboratory giving the details of
tests to be conducted, names of fligh /cabin crew, etc.

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j) PRESERVATION OF RECORDS

Air India shall maintain separate records of pre-flight and post-

flight breathalyzer examination for the flight crew, cabin crew
for a period of one year

k) GENERAL

i) AASL has already issued operations notice for all crew

members regarding pre/post flight breathanalyzer test and the
consequences if they are found alcohol positive and also
emphasized during their annual refreshers/recurrent training.

ii) A monthly data of pre-fight and post-flight breathalyzer

examination carried out by Air India carried out for AASL
crewis submitted to the Director of Air Safety (HQ), DGCA.

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REQUIREMENTS

12.0 COMPUTATION OF QUANTITIES OF FUEL AND OIL TO BE

CARRIED
It is company policy that flight crew and flight dispatcher shall ensure:

i) Before a flight is commenced meteorological conditions, expected air

traffic control routings and expected delays are taken into account

a) Aircraft carries sufficient fuel and oil to ensure it can safely

complete the flight

b) Reserve fuel is carried to provide for contingencies

ii) for IFR flights one instrument approach at Destination including a

missed approach.

iii) procedures prescribed for en-route loss of pressurization or failure of

one or more engines, as applicable.

iv) any other conditions that might cause increased fuel and/or oil
consumption.

12.0.1 AIRCRAFT FUEL

It is essential for the safe operation of aircraft that a continuous supply of
fuel is available during all its phases of flight.

Howsoever skillful a pilot may be there will always be a finite amount of

fuel in his aircraft's tank. It is fuel that sustains a flight. Using it well
instead of just using it. is where the pilot's skill comes in. Fuel has always
been vital in the air because of the consequences of running out of it, and it
is just as precious now on the ground because of what it costs to obtain it.

Fuel Management for the pilot is essentially fuel conservation. That means
careful flight planning and then alertly monitoring fuel consumption. Fuel
Management begins on the ground with a careful assessment of actual
quantity on board and a verification of the proper fuel type. Adequate fuel
is essential but correct and sufficient fuel is vital.

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Fuel forms a major percentage of the aircraft's direct operating cost and
should be managed efficiently consistent with safety of operations and
economy. The Fuel Policy of the Airlines is in accordance with the Policy
stipulated by the DGCA.

Engineering Department will be responsible to ensure that the correct

quantity and the type of fuel and oil is on board the aircraft before any
flight. The quantity of the fuel required will be intimated to the Engineering
Department by the Flight Despatch/ Commander.

It will be the responsibility of the Commander to ensure that there is

sufficient fuel and oil on board as per Alliance Air Fuel Policy.

Fuel Management for the pilot is essentially fuel conservation. That means
careful flight planning and then alertly monitoring fuel consumption. Fuel
management begins on the ground with a careful assessment of actual
quantity on board and a verification of the proper fuel type. Adequate fuel
is essential but correct fuel is vital. Conservation begins from engine start-
up, since fuel consumed can never again be conserved. Conservation
should continue all the way to shut down. Fuel forms a major percentage of
the aircraft's direct operating cost and should be managed efficiently
consistent with safety of operations and economy.

12.0.2 FUEL AND OIL REQUIREMENTS

As part of the flight preparation, an operational flight plan is required to be
completed for every intended flight. The plan must be signed by the Flight
Despatcher and concurred by the Pilot-in- Command. In preparing the
operational flight plan, the alternate aerodromes weather conditions, fuel &
oil supply should be considered. In addition, the performance, operating
limitations requirements are also to be considered. The operating
limitations require that, following one engine becoming inoperative, the
aeroplane must be able to continue the flight to an aerodrome and make a
landing. Operational flight planning can be considered under two broad
headings, firstly, alternate aerodromes and their operational suitability, and
secondly, the required fuel and oil supply which is directly affected by the
availability of suitable alternates.

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12.1 COMPUTATION OF MINIMUM FUEL TO BE CARRIED BY

AIRCRAFT

A flight shall not be commenced unless, taking into account both the
meteorological conditions and any delays that are expected in flight, the
aircraft carries sufficient fuel and oil to ensure that it can safely complete
the flight. In addition a reserve shall be carried to provide for contingencies
and to enable the aircraft to reach the alternate aerodrome.

The amount of usable fuel to be carried shall as a minimum be based on the

operating conditions for the planned flight including:

• Anticipated Aeroplane Mass

• Notices to Airmen
• Current Meteorological reports or a combination of current reports
and forecasts
• Air Traffic services procedures, restrictions and anticipated delays
and
• The effects of deferred maintenance items and / or configuration
deviations
The pre-flight calculation of usable fuel required shall include:

a) Taxi fuel, which shall be the amount of fuel expected to be consumed

before take-off; taking into account local conditions at the departure
aerodrome and auxiliary power unit (APU) fuel consumption;
b) trip fuel, which shall be the amount of fuel required to enable the
aeroplane to fly from take-off or the point of in-flight re-planning until
landing at the destination aerodrome taking into account the operating
conditions.
c) Contingency fuel, which shall be the amount of fuel required to
compensate for unforeseen factors. It shall be 5 per cent of the planned trip
fuel or of the fuel required from the point of inflight re-planning based on
the consumption rate used to plan the trip fuel but in any case shall not be
lower than the amount required to fly for five minutes at holding speed at
450 m (1 500 ft) above the destination aerodrome in standard conditions;

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Note.— Unforeseen factors are those which could have an influence on the
fuel consumption to the destination aerodrome, such as deviations of an
individual aeroplane from the expected fuel consumption data, deviations
from forecast meteorological conditions, extended delays and deviations
from planned routings and/or cruising levels.
d) Destination alternate fuel, which shall be:
1) Where a destination alternate aerodrome is required, the amount of fuel
required to enable the aeroplane to
a) Perform a missed approach at the destination aerodrome;
b) Climb to the expected cruising altitude;
c) Fly the expected routing;
d) Descend to the point where the expected approach is initiated; and
e) Conduct the approach and landing at the destination alternate aerodrome;
or
2) where two destination alternate aerodromes are required, the amount of
fuel, as calculated in OFP, required to enable the aeroplane to proceed to
the destination alternate aerodrome which requires the greater amount of
alternate fuel; or
e) Final reserve fuel, which shall be the amount of fuel calculated using
the estimated mass on arrival at the destination alternate aerodrome or the
destination aerodrome, when no destination alternate aerodrome is
required:

f) Additional fuel, which shall be the supplementary amount of fuel

required if the minimum fuel calculated is not sufficient to:

3) allow the aeroplane to descend as necessary and proceed to an alternate

aerodrome in the event of engine failure or loss of pressurization,
whichever requires the greater amount of fuel based on the assumption that
such a failure occurs at the most critical point along the route;
a) Fly for 15 minutes at holding speed at 450 m (1 500 ft) above aerodrome
elevation in standard conditions; and
b) Make an approach and landing;

4) Meet additional requirements not covered above;

g) Discretionary fuel, which shall be the extra amount of fuel to be carried

at the discretion of the pilot-in-command.

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Fuel consumption for each flight in accordance with the airline policy and
additionally for MEL requirement will be worked out by Flight Dispatch.

Fuel burn for the sector is computed from Performance calculations for
ATR 42/72 as in FCOM Vol II Chapter 3.10 and for CRJ as in Flight
Planning and Cruise Control Manual Chapter 3. The Fuel carried on Board
is the sum of fuel burn for the Sector + Contingency Fuel + Fuel for
Alternate diversion aerodrome + Holding fuel + Taxi/maneuver Fuel +
ATC Contingency + Approach Fuel at Destination/Alternate + APU/Hotel
Mode + Extra fuel if any. The Holding fuel for ATR 42/72 is catered for
30 mins while the same for CRJ 700 is for 30 minutes.

SINGLE ENGINE ENROUTE

In the event of Single Engine Enroute, the Time and Fuel computations are
listed in FCOM Vol II Chapter 3.09 for ATR 42 Aircraft and in Flight
Planning and Cruise Control Manual Chapter 5 for the CRJ 700 Aircraft.

12.1.1 Fuel consumption for each flight shall be worked out by Flight Despatch
considering the following speed schedule

Phase of Flight CRJ700 ATR 42-320 ATR 72-600

Climb 250K/290K/.74M 160K 170 K

Cruise (main sector) 0.77M Max cruise schedule Max. cruise

Cruise (alternate sector) LRC LRC LRC

Descent 0.74M/290K/250K 220 kts 1500fpm 240 kts at 1500 tpm

12.1.2 Total fuel required for each fight is pre-computed and is indicated in the
navigation flight plan. This pre-computed fuel shall be cross checked by
the Commander and the flight Despatcher for accuracy.

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12.1.3 CONTINGENCY FACTORS

In computing the fuel and oil required at least the following shall be
considered:

• forecast enroute weather (likely deviations to avoid weather, and

likely use of anti ice/deice system)
• Forecast met conditions at destination and alternate airports.
• ATC delays
• Uneconomical cruising level due ATC restrictions.
• Any other conditions that may delay landing of the aircraft.

12.1.4 TURBO JET AIRCRAFT

The minimum fuel and oil carried shall be at least the amount sufficient lo
allow the aircraft.

a) To fly to and execute an approach and a missed approach at the

destination airport.

b) To fly to the alternate specified in the Flight Plan and then to fly for
30 minutes at the holding speed at 450 mtrs. (1500 ft) above the
alternate aerodrome under standard temperature conditions and
approach and land, and

c) To have an additional amount of fuel based on consideration of

contingency factors listed in 12.1.3 above.

12.1.5 TURBO-PROP AIRCRAFT

a) To fly to and execute an approach and a missed approach at the
destination airport.

c) To have an additional amount of fuel based on consideration of

contingency factors listed in 12.1.3 above.

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12.1.6 FUEL POLICY OF ALLIANCE AIR

a) TRIP FUEL AS PER FLIGHT PLAN CALCULATION

b) ALTERNATE FUEL AS PER FLIGHT PLAN CALCULATION

c) OTHER HEADS CRJ700 ATR 42-320 ATR 72-600

TAXI / MANUVER FUEL 240 60 70

APPROACH FUEL AT DEST. 250 24 30

HOLDING FUEL/FINAL RESERVE 750 330 444

(At 1500 ft AGL)
APPR. /LAND AT ALT. 250 24 30

APU/HOTEL MODE 118 42 55

CONTINGENCY FUEL AS CALCULATED (5% Of Trip Fuel Or 15

Mins At Holding Speed At 1500 Ft Whichever Is Higher)

d) Extra Fuel (Additional/Discretionary)

* Approach to land fuel is included in the descent data, all values in KGS

** All above figures have been calculated from respective aircraft Flight
Manuals.

TOTAL FUEL = a) + b) + c) + d)

12.2 EXTRA FUEL

The Commander may uplift extra fuel for operational requirements keeping
in mind payload penalties. It must be kept in mind that the increase in
aircraft weight due extra fuel results in an increase in total fuel burnt. The
Commander shall submit a special report to justify upliftment of extra fuel
at the cost of payload.

Additional fuel uplift should commensurate with projected/advised

requirements. All are advised that deviation from planned operation due to
enroute weather, lower level and aircraft performance, etc. are catered for
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in the contingency reserve. However, flights should not be delayed to cater

for additional fuel uplift due to last minute changes in zero fuel weight,
economic tankering or otherwise.

Due to prolonged taxing, if the actual taxi fuel consumed is more than that
catered for in the flight plan, the availability of contingency fuel should be
borne in mind as it caters for various unforeseen circumstances.

For all flights operating into airports affected by inclement weather,

anticipated traffic congestion /holding delays :

(1) Judicious extra fuel uplift must be considered.

(2) Selection of close-by alternates should be avoided for planning

purposes.

(3) If ATC delays are expected on arrival, a suitable closer airport may be
considered for re designating as an alternate, after ensuring:

• Suitability of weather conditions

• Traffic congestion

• Parking constraints

• Availability of fuel

• Availability of AME

• Transit check qualification of PIC

• FDTL limitations, if any, etc.

(4) Significant snag status / rectification must always be conveyed to

Engineering department. if possible. Flight Despatch stations should
provide the necessary information as detailed above, to the crew.

12.2.1 AUTHORITY OF THE PIC

The final decision on the fuel to be carried for each flight shall rest with the
Pilot-in-Command.

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12.2.2 EXTRA FUEL REQUIREMENT DUE FLIGHT PLAN UNDER

MEL/CDL
Whenever a flight is despatched under MEL/CDL involving speed/ flight
level restrictions, a fresh flight plan is to be prepared. When an MEL/CDL
despatch results in only additional fuel consumption, minimum fuel
required calculation should cater for this additional fuel consumption.

12.3 FUEL MONITORING

Fuel distribution and utilization during flight is to be monitored by the Co-
pilot/Flight. Inflight, fuel checks shall be carried out at top of climb and
thereafter at intervals over check points indicated in the flight plan. The
intervals between two checks shall not exceed 30 minutes. A fuel check
should always be made after any change in cruise level. If it is necessary to
feed all engines from one tank, the cross feed shall be monitored and the
estimated time for completion of cross feeding should be worked out.

12.3.1 LOW FUEL STATE/ DECLARATION OF EMERGENCY

i) The pilot-in-command shall advise ATC of a minimum fuel state by
declaring MINIMUM FUEL when, having committed to land at a
specific aerodrome, the pilot calculates that any change to the existing
clearance to that aerodrome may result in landing with less than
planned final reserve fuel.

Note 1.— The declaration of MINIMUM FUEL informs ATC that all
planned aerodrome options have been reduced to a specific aerodrome
of intended landing and any change to the existing clearance may
result in landing with less than planned final reserve fuel. This is not
an emergency situation but an indication that an emergency situation
is possible should any additional delay occur.

Note 2.— Guidance on declaring minimum fuel is contained in the Flight

Planning and Fuel Management Manual (Doc 9976).

ii) The pilot-in-command shall declare a situation of fuel emergency by

broadcasting MAYDAY MAYDAYMAYDAYFUEL, when the
calculated usable fuel predicted to be available upon landing at the

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nearest aerodrome where a safe landing can be made is less than the
planned final reserve fuel.

12.3.2 ENDURANCE TIME DUE TO ADDITIONAL FUEL

Any additional fuel uplift will be converted into endurance time based on
average fuel consumption for that type of aircraft in our fleet.

12.3.3 PRESENTATION OF INFORMATION & DOCUMENTATION

Necessary information for preflight planning purposes is available in
FCOMs. During the flight, it will be necessary to monitor fuel usage and to
record the fuel on board at stated intervals. The fuel remaining is to be
compared against planned usage or against the amount of fuel required at
destination as diversion fuel. Recording/Monitoring will be done by First
Officer and reported to the Captain.

12.4 FUEL TANKERING

Fuel prices may vary from airport to airport. Airlines do take advantage of
the fuel price differences and uplift more fuel at an airport where the price
is cheaper as compared to the next airport of landing.

Since uplift of additional fuel increases gross weight and thereby the fuel
consumption. Certain quantity of additional fuel carried (15% to 30%) is
consumed before he next landing. In view of this, the fuel price difference
should be such, so as to offset the cost of the extra burn-off and yet be
profitable.

The following factors should be taken into account in determining

economic tankering of fuel

i) Fuel price difference should offset additional burn-off

ii) Fuel is available for economic tankering.

iii) Performance and Payload considerations permit.

iv) To avoid undue wear and tear in operating to maximum landing

weight, additional uplift of fuel should be normally restricted upto
landing weights of a/c.
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Note: In some cases additional fuel may have to be uplifted to cater for
non-availability of fuel at a particular station, in which case it will not be
subject to these weight restrictions.

12.5 RECORDS
Proper records of fuel carried on board on each flight should be kept by
flight dispatch for a period of six months.

12.6 FUEL CONSERVATION AND ECONOMY

With a view to economising on fuel consumption, the following fuel
conservation measures may be adopted:

i) Optimum take-off. climb, cruise and descent schedules.

ii) Planning of the flight at optimum cruising levels.

iii) Avoid upliftment of extra fuel except when circumstances

warrant, which has to be carefully analysed. Use of GPU
wherever available.

Optimum descent management to minimize level flight at

lower altitudes.

12.7 FUEL ADVISORY

The fuel advisories are based on the following assumptions:-

1. Station-wise fuel quota/price and actual uplift is being monitored

continuously by the office of ED (Airline Operations)
2. Uplift is to be limited to essential Flight requirement. However, crew
has to ensure additional uplift to cater for the Terminal Weather.

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3. The quantum of additional fuel shall be such that the landed fuel at
destination is not more than the minimum fuel required for the next
sector.

12.8 FUEL AND OIL SUPPLY

Fuel and Oil Records

AASL maintains fuel and oil records to enable DGCA to ascertain that for
each flight, the requirements of the CAR have been complied with.

Fuel and oil records shall be retained for a period of 6 months.

Fuel and oil supply

No flight shall not be commenced unless, taking into account both the
meteorological conditions and any delays that are expected in flight, the
aeroplane carries sufficient fuel and oil to ensure that it can safely complete
the flight. In addition, a reserve shall be carried to provide for
contingencies.

When a destination alternate aerodrome is required, either:

a) To fly to the aerodrome to which the flight is planned hence to the most
critical (in terms of fuel consumption) alternate aerodrome specified in the
operational and ATS flight plans and thereafter for a period of 30 minutes;

b) To fly to the alternate aerodrome via any predetermined point and

thereafter for 30 minutes, provided that this shall not be less than the
amount required to fly to the aerodrome to which the flight is planned and
thereafter for:

1) 30 minutes plus 15 per cent of the flight time planned to be spent at the
cruising level(s), or

2) two hours, whichever is less.

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Turbine-engined aeroplanes. The fuel and oil shall, in the case of turbine-
engined aeroplanes, be at least the amount sufficient to allow the aeroplane:

a) to fly to and execute an approach, and a missed approach, at the

aerodrome to which the flight is planned, and thereafter:

1) to fly to the alternate aerodrome specified in the operational and

ATS flight plans; and then

2) to fly for 30 minutes at holding speed at 1500 ft (450 m) above

the alternate aerodrome under standard temperature conditions,
and approach and land; and

3) to have an additional amount of fuel sufficient to provide for the

increased consumption on the occurrence of any of the potential
contingencies;

b) to fly to the alternate aerodrome via any predetermined point and

thereafter for 30 minutes at 450 m (1500 ft) above the alternate
aerodrome, due provision having been made for an additional amount
of fuel sufficient to provide for the increased consumption on the
occurrence of any of the potential contingencies; provided that fuel
shall not be less than the amount of fuel required to fly to the
aerodrome to which the flight is planned and thereafter for two hours
at normal cruise consumption.

When a destination alternate aerodrome is not required:

a) to fly to the aerodrome to which the flight is planned and additionally:

1) to fly 30 minutes at holding speed at 1500 ft (450 m) above
the aerodrome to which the flight is planned under standard
temperature conditions; and
2) to have an additional amount of fuel, sufficient to provide
for the increased consumption on the occurrence of any of
the potential contingencies specified by the operator to the
satisfaction of the DGCA,
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And

b) to fly to the aerodrome to which the flight is planned and thereafter

for a period of two hours at normal cruise consumption.

In computing the fuel and oil required at least the following shall be
considered:

a) meteorological conditions forecast;

b) expected air traffic control routings and traffic delays;

c) for IFR flight, one instrument approach at the destination aerodrome,

including a missed approach;

d) the procedures prescribed in the operations manual for loss of

pressurization, where applicable, or failure of one power-unit while en
route; and

e) any other conditions that may delay the landing of the aeroplane or
increase fuel and/or oil consumption.

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13.0 GENERAL

The airplane oxygen systems supply oxygen to the flight crew and
passengers in emergencies such as depressurization, decompression,
and first-aid during any medical emergency. The oxygen systems
consist of two independent oxygen systems. One system supplies
stored oxygen to the flight compartment crew and the other system
supplies generated oxygen to the passengers and flight attendants. In
addition, portable oxygen bottles are provided in specific areas
throughout the passenger compartment.
The airplane oxygen systems include the following:

• Crew oxygen
• Passenger oxygen
• Portable oxygen

13.1 THE CONDITIONS UNDER WHICH OXYGEN MUST BE

PROVIDED AND USED

13.1.1 OXYGEN SUPPLY AND USE

Note.-- Approximate altitude in the standard atmosphere

corresponding to the value of absolute pressure used in the text is as
follows:

A flight to be operated at flight altitude at which the atmospheric

pressure in personnel compartments will be less than 700hPa shall not
be commenced unless sufficient stored breathing oxygen is carried to
supply:

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a) all crew members and 10% passengers for any period in excess of
30 minutes that the pressure in the compartment occupied by them
will be between 700 hPa and 620 hPa; and

b) the crew and passengers for any period that the atmospheric
pressure in compartments occupied by them will be less than 620 hPa.

A flight to be operated with a pressurized aeroplane shall not be

commenced unless a sufficient quantity of stored breathing oxygen is
carried to supply all the crew members and passengers as is
appropriate to the circumstances of the flight being undertaken, in the
event of loss of pressurisation, for any period that the atmospheric
pressure in any compartment occupied by them would be less than
700 hPa. In addition, when an aeroplane is operated at flight altitudes
at which the atmospheric pressure is less than 376 hPa, or which, if
operated at flight altitudes at the atmospheric pressure is more than
376 hPa and cannot descend safely within four minutes to a flight
altitude at which the atmospheric pressure is equal to 620 hPa, there
shall be no less than a 10-minute supply for the occupants of the
passenger compartment.

Time Of Useful Consciousness

The definition of the Time of Useful Consciousness (TUC) is

accepted as:
"The time available to a pilot to recognise the development of hypoxia
and do something about it"
Note: This is not the time leading to loss of consciousness.
The time of useful consciousness varies with the altitude at which the
individual is flying.
Additionally physical exertion results in greater demand for oxygen
and shortens the TUC.
The following table gives approximate times of useful consciousness
for progressive and rapiddecompression at various altitudes and with
different levels of activity.

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Before take off the Commander will ensure that the Oxygen System
on board the aircraft is serviceable and that sufficient oxygen is on
board for the flight as outlined in the Aircraft Flight Manual and
relevant aircraft FCOMs.

All Flight Crew /ACM/Supernumerary Crew shall check their Oxygen

masks and ensure that their Oxygen System is functioning normally.
In case of any emergency requiring the use of oxygen, all the crew
members shall use oxygen for safe operations of flight.

A briefing on the location and use of the Passenger Emergency

Oxygen System shall be carried out by the Cabin Crew before take-
off. In exceptional cases or when taxi lime is short the demonstration
may be carried out after take off before aircraft reaches 10,000ft. For
flights planned below 10,000 ft. the demonstration need not be carried
out.

Normally, all flights will be operated so that the Cabin Altitude does
not exceed 10,000 feet. In the event of a Cabin decompression when
flying at a higher altitude the aircraft will be immediately descended
to maintain a Cabin Altitude not above 10,000 feet unless a higher
cabin altitude is stipulated in the Aircraft Flight Manual or it is
required to fly a higher altitude for safety reasons or to maintain the
minimum safe altitude charted for the route.

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Whenever the cabin altitude reaches 10,000 ft. inflight or above the
flight crew will wear and use their oxygen masks: The Commander
must ensure that the cabin crew are advised when the cabin altitude
has reached 10,000 ft.

Whenever the cabin altitude goes above 14,000 ft., oxygen must be
made available to passengers. Whenever passenger Emergency
Oxygen is in use, the 'No Smoking' sign should be "ON".

13.2 CREW OXYGEN REQUIREMENT

Crew oxygen system for CRJ 700 and ATR 42 / 72 have an oxygen
bottle of applicable capacity and an oxygen mask (QDM) is available
at all three stations.

13.2.1 CRJ-700

Refer FCOM Volume 1, Chapter 35 for Flight crew and cabin crew &
passenger oxygen requirement. The Oxygen system details are also
available in FCOM Chapter 35.

Crew Oxygen- Dispatch Requirement Chart:

Dispatch Requirements Charts

NOTE:

The EICAS indication of the oxygen pressure is corrected for cabin

temperature and indicates equivalent pressure at 21°C. The take-off
value in Table 1 refers to airfield pressure altitude.

Table 1 defines the minimum oxygen system pressure as indicated on

the EICAS which corresponds to the quantity of oxygen necessary to
perform an emergency decent, followed by continuous cruise at 10000
feet, with normal (N) mask setting (FAR 121.333 and JAR OPS
1.770).

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TABLE 1-50 cu. Ft. Oxygen Bottle

Minimum Crew Take-off < 8000 Take-off > 8000

Pressure Members ft ft
(psi) 2 1180 1280
3 1630 1730

E. Crew Oxygen Consumption Data As per FAR 121.333

The following tables show the total time (in hours and minutes) that
oxygen will be available at various mask settings, during various
flight conditions, at initial bottle pressures of 1410 psi (pressure
threshold that triggers OXY LOW PRESS message on the EICAS)
and 1850 psi (maximum crew oxygen bottle pressure). A margin of
safety of 10% was subtracted from the full charge of 1850 psi in all
cases.

Level Flight at Cabin Altitude of 8000 ft <1033>

Crew Members 2 3
Initial Bottle
Pressure 1400 psi 1850 psi 1400 psi 1850 psi
Normal Mask
Setting 2 hr, 48 min 3 hr, 47 min 1 hr, 52 min 2 hr, 32 min
100% Mask
Setting 0 hr, 38 min 0 hr, 51 min 0 hr, 25 min 0 hr, 34 min
Emergency Mask
Setting 0 hr, 35 min 0 hr, 48 min 0 hr, 24 min 0 hr, 32 min

Descent (10 min.) from 41000 ft to Level Flight at Safe

Altitude <1033>
(100% Mask Setting for Descent and Normal Mask Setting for Level
Flight)

Crew Members 2 3

Initial Bottle Pressure 1400 psi 1850 psi 1400 psi 1850 psi

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Cabin 10000 Feet 3 hr, 13 min 4 hr, 25 min 2 hr, 04 min 2 hr, 52 min

14000 Feet 3 hr, 08 min 4 hr, 16 min 2 hr, 02 min 2 hr, 48 min
Pressure
18000 Feet 2 hr, 43 min 3 hr, 31 min 1 hr, 47 min 2 hr, 27 min
Altitude
21000 Feet 2 hr, 16 min 2 hr, 59 min 1 hr, 31 min 2 hr, 03 min

Descent (10 min.) from 41000 ft to Level Flight at Safe

Altitude <1033>
(100% Mask Setting for Both Descent and Level Flight)
1
3 Crew Members 2 3
.
2
Initial Bottle Pressure 1400 psi 1850 psi 1400 psi 1850 psi
.
2
10000 Feet 0 hr, 47 min 1 hr, 02 min 0 hr, 33 min 0 hr, 43 min
A
Cabin
T 14000 Feet 0 hr, 53 min 1 hr, 11 min 0 hr, 37 min 0 hr, 49 min
R
Pressure
-
4 18000 Feet 1 hr, 03 min 1 hr, 24 min 0 hr, 43 min 0 hr, 57 min
2
Altitude
21000 Feet 1 hr, 11 min 1 hr, 35 min 0 hr, 48 min 1 hr, 05 min
/

13.2.2 ATR 42-320/ 72-600

Refer FCOM 1.07 for Flight crew and cabin crew & passenger oxygen
requirement. The Oxygen system details are also available in FCOM
1.07.

GENERAL:
The system consists of a main system supplying the cockpit crew and
the passengers and a portable unit for the cabin attendants.

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A high pressure cylinder of 1870 l (66 cu.ft) capacity, supplies oxygen

to the distribution system. Nominal charge pressure of 1850 PSI is
reduced to 78 PSI in the distribution system. A discharge part is
provided to face overpressures.

CREW MEMBERS
The quick donning masks are stowed in readily accessible containers
adjacent to each crew member seat. The mask harness inflates
automatically when the mask is pulled out of the container and it can
easily be donned with one hand. A mask mounted diluter demand
regulator provides dilution and emergency pressure control :

- In case of pressure drop, with the dilution control in the N

(normal) position, diluted oxygen is provided to 3 cockpit crew
for a duration of 120 min at demand flow (10 minutes to descend
from 25000 ft to 13000 ft and continuation of flight between 13
000 ft and 10000 ft for 110 minutes).

- In case of smoke or noxious gas emission, with the dilution

control in the 100% position, oxygen is provided to 3 cockpit
crew for a duration of 15 minutes at demand flow.

The relevant FCOM procedures apply for preflight checks and

operation of the oxygen system during flight.

The applicable procedures of MEL and Dispatch Deviation Guide

applies for conditions in Dispatch for oxygen system with
deficiencies.

13.2.3 CABIN CREW AND PASSENGER OXYGEN REQUIREMENT

The Cabin Crew and Passenger oxygen system for CRJ 700 is the
oxygen generators in each PSU. The system in ATR 42/ATR 72 for
cabin crew is with portable oxygen bottle and oxygen cover is
available only for 10% of the pax capacity & 25% of pax. in ATR 72
aircraft from the fixed oxygen system.

While ATR 42 / 72 toilet does not have an oxygen outlet, the oxygen
outlet in CRJ 700 toilets have since been deactivated following a
mandatory service bulletin on the subject.
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ATR 42/ATR 72 FCOM

CABIN ATTENDANT PORTABLE UNIT

- One portable oxygen bottle is available at the cabin attendant
station. It permits a continuous diluted flow to one cabin
attendant at 13000 ft for a duration of 30 minutes. The bottle is
equipped with a diluted oxygen mask.

- Protective breathing equipments are located in the cabin for

protection of crew during fire fighting or cabin smoke.

13.2.3.1 PASSENGER
The Commander shall ensure that oxygen is available to crew
members and passengers in sufficient quantities for all flights at such
altitudes where a lack of oxygen might result in impairment of the
faculties of crew members or harmfully affect passengers. Whenever
the cabin altitude goes above 10,000 ft, oxygen must be made
available to crew, and to passengers when cabin altitude is above
14,000 ft. However, passengers may be provided oxygen if supply is
available between cabin altitude 14,000 to 10,000 ft. The minimum
quantity of oxygen required for passengers and crew are laid down in
the respective FCOM.

13.2.3.2 PRECAUTION WHEN PASSENGER EMERGENCY OXYGEN

IN USE
Although all our flights are NON-SMOKING, it should be re-ensured
that whenever passenger emergency oxygen is in use, the “NO
SMOKING” sign is “ON”.

13.2.3.3 PORTABLE OXYGEN CYLINDER

When turning oxygen “ON”, point cylinder away from body or other
persons and hold at lower end. Turn oxygen ON before entering
passenger cabin.

In case of fire at the control head, do not turn oxygen OFF, turn head
away from inflammable material, put cylinder into an empty sink or
container not containing grease or water.

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CHAPTER - 13
OXYGEN REQUIREMENTS Issue-IV Rev.0 01 NOV 2015

CRJ-700

1. INTRODUCTION

The passenger oxygen system provides chemically generated oxygen

for all cabin occupants in the event of cabin depressurization.

The passenger oxygen system consists of the following:

• Mask containers
• Chemical oxygen generators
• Masks

A. Mask Containers

The mask containers are installed as part of the passenger service

units and are available at all passenger seats, the lavatories and at the
flight attendant stations. The mask containers include masks, a door
release latch mechanism and a chemical oxygen generator. The door
release mechanism is actuated automatically by the Cabin Pressure
Controller (CPC) or manually by the PAX OXY, ON switch light on
the overhead panel.

B. Chemical Oxygen Generators

The chemical oxygen generators are self-contained, passenger-

activated units. Each generator has a steel case and a firing pin. When
activated, the generator supplies approximately 13 minutes of oxygen
to each mask.

The chemical oxygen generators are self-contained, passenger-

activated units. Each generator has a steel case and a firing pin. When
activated, the generator supplies approximately 22 minutes of oxygen
to each mask.

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OXYGEN REQUIREMENTS Issue-IV Rev.0 01 NOV 2015

FCOM ATR-42 (1.07.20)/FCOM ATR-72(1.07.20)

PASSENGERS

The main system provides passenger protection through a PAX

SUPPLY valve .
ATR 42: It controls flow to 14 quick disconnect outlets installed
under the hat racks. Five diluted oxygen masks stored above storages
compartments may be connected to these outlets.
ATR 72: It controls flow to 19PSU mask if the PSU is opened by CA
and mask is pulled it provides diluted oxygen to the pax.

The passenger outlets supply 10% (ATR42) 25% (ATR72) of the

passengers with a continuous diluted flow for a duration of 30 minutes
in case of pressure drop (4 minutes to descend from 25000 ft to 13000
ft, 26 minutes to continue the flight between 13000 ft and 10000 ft) in
addition to the cockpit crew 120 minutes consumption.

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OPERATIONS MANUAL CD–OPS–001
PART A
CHAPTER - 15
DE-ICING / ANTI-ICING Issue-IV Rev.0 01 NOV 2015

15.0 OPERATIONS FROM AN AIRFIELD WITH ICING ON THE

RUNWAY OR ON THE AIRCRAFT STRUCTURE

The inflight icing procedures (Anti Icing / De- Icing) are conducted as
per the manufacturer recommended normal / non-normal / emergency
procedures in the respective aircraft FCOM.

Alliance Air presently does not operate to any station where icing
conditions may exist on the runway.

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15.0 OPERATIONS FROM AN AIRFIELD WITH ICING ON THE

RUNWAY OR ON THE AIRCRAFT STRUCTURE

The inflight icing procedures (Anti Icing / De- Icing) are conducted as
per the manufacturer recommended normal / non-normal / emergency
procedures in the respective aircraft FCOM.

Alliance Air presently does not operate to any station where icing
conditions may exist on the runway.

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OPERATIONS MANUAL CD–OPS–001
PART A
CHAPTER - 16
OPERATIONAL FLIGHT Issue-IV Rev.0 01 NOV 2015
PLAN

16.0 GENERAL

Flight Planning is the art of optimizing aircraft performance and

economics. Flights should be planned to operate at the optimum
altitudes. Routes should be selected keeping in mind distances,
availability of enroute navigation aids, suitable and adequate alternate
airports etc.

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PLAN

16.0.1 SPECIFICATIONS OF THE OPERATIONAL FLIGHT PLAN

The Blank ICAO Flight Plan is given below along with the
specifications:

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PLAN

FLIGHT NUMBER

AIRCRAFT REGISTRATION

SECTOR

DATE

COMMANDER

STD/STA (SCHEDULED TIME OF DEPARTURE / ARRIVAL)

CRUISE TYPE (LRC / M 0.79 / M 0.80)

ESTIMATED TAKE – OFF WEIGHT

LANDING WEIGHT

ZERO FUEL WEIGHT (PLANNED)

FUEL OVER DESTINATION

PERFORMANCE ADJUSTMENT FACTOR (IN %)

ROUTE CODE

ROUTE DETAILS

FLIGHT LEVELS

FUEL REQUIREMENTS

TAKE OFF ALTERNATE

DETAILS OF DESTINATION ALTERNATE

REASON FOR EXTRA FUEL UPLIFT

ROUTE DISTANCE & AVERAGE GROUND SPEED

WIND COMPONENT
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PLAN

CONSUMPTION (1 HR)

AVERAGE MAGNETIC TRACK

SPECIAL NOTES (ATC SR.NO./ADC.NO.

REGULATORY TAKE – OFF WEIGHT

BURN OFF (KGS)

TIME NOTATIONS – CHOCKS OFF, AIRBORNE ETC.

DISPATCHER – NAME & SIGNATURE

COMMANDER – NAME & SIGNATURE

FUEL UPTO TOP OF CLIMB

FUEL CRUISE

FUEL FROM TOP OF DESCENT

SECONDARY FLIGHT PLAN DETAILS GIVING ALTERNATE

DIVERSION AIRPORT ETC

FLIGHT PLAN ROUTE TO DESTINATION ALTERNATE

TILL TOP OF CLIMB

CRUISE TO DESTINATION ALTERNATE

FROM TOP OF DESCEND TO DESTINATION ALTERNATE

AIRPORT

ENROUTE ALTERNATE

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PLAN

16.0.2 POLICY FOR FLIGHT DOCUMENTATION /RETENTION OF

FLIGHT PLAN FOLDERS

As per Company’s Policy the Operation Flight Plan (2 Copies) is to be

accepted and signed by the PIC and Flight Dispatcher during the fight
preparation process and a copy is retained for a period of six months at all
Stations on the network from where the flight is dispatched. Separate copies of
OFP must be provided for PF and PNF for use on board.

The following shall be retained for record purpose:

1 . A copy of the operational flight plan duly signed by the Flight Dispatcher
& the PIC.

2. The copy of briefing folder front page duly signed by Flight Dispatcher &
the PIC.

3. Relevant copy of Met folder received for the flight/shift / day.

4. Relevant copy of NOTAM briefing received for the flight / shift / day.

5. A copy of NOTOC as applicable.

6. A copy of flight plan filed with ATC.

7. Copy of Pilot Sector Report

8. Any other flight specific information as applicable

The above documents shall be retained on date wise basis by flight

dispatch/departure stations for a period of six months. For the ease of
work, at the end of Seventh Month the documents for the first month
are to be destroyed by means of a shredder.

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PLAN

16.1.1 PREPARATION, RESPONSIBILITY AND ACCEPTANCE OF

OFP

As part of Flight Preparation, Operational Flight Plan is prepared for

every intended flight. The Flight Plan is accepted and signed by the
Pilot in Command as provided by the Flight Operations Officer. It is
the duty of the Flight Dispatcher to check these plans with the latest
possible available information. Corrections should be made for
forecast winds and fuel requirements as and when required.

16.1.2 PREPARATION OF OPERATIONAL FLIGHT PLAN

The following actions are required to be carried out to prepare
operational flight plan

a) Selection of route considering preferential airways, and

destination alternate.

b) Estimation of zero fuel weight, estimated take-off weight keeping

in mind RTOW.

c) Selection of optimum cruise and levels

d) Determination of temperature conditions and forecast winds

during enroute climb, cruise and descent phases along the route.

e) Determination of flight time and fuel consumed during climb,

cruise and descent considering standard speed schedules for both
main and alternate sectors.

f) Determine minimum fuel required for the night.

g) Determine minimum diversion fuel for alternate at destination

16.1.3 Flight plans are prepared and provided by the flight despatch for each
flight, it is the duty of the flight despatcher to check this plan with the
latest possible available information. The despatcher should ensure
that the plans are made on real time winds and fuel requirements.
While calculating the fuel required for the flight, instructions
contained in the airline fuel policy shall be followed. Generally Flight

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PLAN

Dispatch shall be available at all major bases, and for stations where
there is no Flight Dispatch section, Flight will be dispatched remotely
from Delhi Office. Also, in case if a qualified dispatcher is not
available at a station the flight shall be dispatched through Remote
Flight Dispatch.

16.1.4 Regulated take-off weight (RTOW) is the least of: Structural Limited
MTOW

• Performance restricted MTOW

• Max ZFW + Fuel on board at take-off
• Maximum Landing weight + Burn off fuel

16.1.5 OPERATIONAL FLIGHT PLAN FOR DESPATCH UNDER

MEL/CDL

Whenever the flight is dispatched under MEL/CDL, performance

penalties as per the aircraft's MEL/FCOM/AFM must be applied

• Anti-skid inoperative
• One pack Operation
• Gear down ferry
• Unpressurized flight
• Or any other items as per MEL and AFM

16.1.6 NON SCHEDULE OPERATION

For non-scheduled operations to any online/offline airports, the
following additional actions are to be taken

• Obtain DGCA clearance

• Obtain permission from the concerned regulatory authority for
overflight clearances, if required
• Obtain AOR number for operation to defence airports
• Provide flight crew with destination/alternate airfield data for
airports not covered in Jeppsen's Manual.

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PLAN

16.1.7 APPLICATION BY FLIGHT CREW OF THE OFP

The print out of the OFP shall be considered as an official form,
which becomes a document by the signature of the PIC. Before
signing, the OFP shall be cross-checked with regard to:

a) The basic data and the legality of the alternate(s) and Fuel
calculation shall be completed in case the alternate(s) in the OFP
do not meet the operations requirement, the Flight Crew may
either

b) Provide the aircraft handling staff with one or two operational

alternate(s) and request calculation of a new OFP, if time permits
or use the OFP alternate section to read off time and fuel for the
selected alternate and reuse the fuel calculation of the OFP
accordingly.

c) When it is foreseen by the Flight Crew that is not advisable to fly

on the standard routing and an alternate routing is available on the
route log, flight Crew shall request the aircraft handling staff to
recalculate the OFP using the alternate route.

d) A copy of the signed Flight Plan is to be kept in the Flight

Despatch.

16.1.8 OPERATIONAL FLIGHT PLAN FORMS

All the operational flight plan & ATC forms will be available at each
Dispatch Centre. If Nil Wind Flight Plans are used it will be the
responsibility of the Dispatch Officer to see that the Flight Plans are
current and updated all the time.

16.1.9 SEASONAL WIND FLIGHT PLAN

A Seasonal Wind Flight Plan using average seasonal wind data
published by Met Department or latest known meteorological
conditions is provided.

Seasonal Wind Flight Plans are made for four seasons, namely March
to May, June to September, October-November and December to
February.

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CHAPTER - 16
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PLAN

16.1.10 FORECAST WIND FLIGHT PLAN

Seasonal wind flight plans should be checked with latest upper winds
from Met. Charts. Whenever, there is a variation of 3 minutes or more
in flight time or 5 degrees or more on course due difference in
forecast wind and seasonal wind, a forecast wind flight plan shall be
prepared.

In preparation of the flight plan, estimated T/O Weight to be used

should be the least of:

- MTOW (Performance)

- MLW(Destination) + Burn off fuel (including Taxi/Maneuver

Fuel)

- MZFW + Fuel on Board

- While calculating the fuel required for the flight, the airline fuel
policy shall be followed.

16.1.11 CHARTER / EXTRA SECTOR OPERATION

For non-scheduled operations/extra flights to any on line/off line

airports the following action is to be taken :-

- Obtain ATC and ADC clearance. For operation to Defence

airfields obtain AOR Number.

- Prepare fresh flight plan if required.

- Indicate total fuel required including tankering requirements if

refueling is not available at destination.

- Provide flight crew with destination and alternate airfield data.

- Choose flight routing keeping in mind air distances, availability

of enroute aids etc.

- If the non-scheduled operation takes the flight more than 50 NMs

from the coast inform Engineering for provision of life jackets.
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- Indicate Critical Point (CP)/Point of No return (PNR) wherever

required.

- Alliance Air shall not carry operations beyond 400 nm or 120

mins at cruising speed away from land suitable for making an
emergency landing

16.2 MANUAL FLIGHT PLAN

All Flight Plans of AASL are manual flight plans.

16.2.1 FLIGHT PLAN FORMAT

The operational flight plan shall be prepared in the prescribed format
and shall include: - Route and significant waypoints of the flight, fuel
requirements, minimum safety altitudes, if not specified otherwise.

Take-off alternate, destination alternate, & enroute alternates where

applicable.

A sample copy of ATR42-300 & CRJ700 is given at the end of this

chapter.

16.2.2 REMOTE FLIGHT DESPATCH

Station, night stopping station where a Flight Despatcher or qualified

handling agent for preparing Alliance Air flight plan is not available,
remote despatch procedures will be followed. In case of remote
despatch the flight plan shall be prepared by qualified flight
despatcher and shall have the name of the flight despatcher and same
to be signed by the PIC and the Flight despatcher.

Procedure For Remote Despatch

The entire process of Flight preparation and planning as given above

has to be complied with, except that the briefing package will be sent
through Telex or email. Following additions / changes will apply to
flights being remote Despatched:
a) Obtain Zero Fuel Weight/Payload from Load Controller at the
respective station.
b) Obtain Fuel Flight Plan
c) Review Flight Plan and make adjustments as necessary.
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PLAN

d) Send Flight Release as per the sample format. Include only

significant adverse NOTAM, additional information if any,
Alternates, CDL or Despatch Deviation Items when applicable.
e) Send the remote package as per the attached REMOTE
CHECKLIST.
f) For known delays of more than 30 minutes to the flight – file
revised ETD by a delay message through the AFTN/FAX/Mail
message ATC Briefing/MLU.
g) For unknown delays, onus remains with the station concerned to
arrange to file as required by means available at their disposal.
h) File all papers pertaining to the Flight together and confirm with
respective stations for the same.
i) Self briefing by Operative crew at their respective base(s).
j) Flight Operating Crew will inform Dispatch in case of any
accident/incident
k) De-briefing to despatch by crew after completion of Flight(if any)

Check List of Activities for Remote Despatch

The following checklist is introduced for ensuring compliance of the

activities for Remote Despatch and has to be used in conjunction with
Check List for Flight Planning

REMOTE BRIEFING

9I- VT- DATE - SECTOR: BAY NO.:

DESIGNATION NAME CRT SIGNATURE

COMMANDER CAPT
F.O. CAPT.

SR CHECKLIST FD PIC

1 FLIGHT RELEASE WITH
SIGNIFICANT NOTAMS
2 RC NBRS ON CFPLN SECT 1 –
8904
3 REVIEW CFPLN / FLT PLAN
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PLAN

(___1_____ COPIES)
4 FIC
5 ADC
6 REPORTING TIME AND
SIGNATURE ON ALL CFPLNS
/FLT PLAN
7 METAR(S) [DEP, T/OFF ALT,
DEST, DEST ALT)
8 TAFS (DEP, T/OFF ALT, DEST,
DEST ALT)
9 SIG WX CHART(S)
10 WIND CHARTS
11 FULL NOTAMS (DEP, T/OFF ALT,
DEST, DEST ALT AND FIRS)
12 CO ADVS
13 MEL/CDL NUMBER
14 FINAL ZFW
15 FINALIZE FUEL

*IT IS MANDATORY FOR THE FLIGHT DESPATCHER AND

THE COMMANDER TO TICK (√) OR CROSS (X) OR
INDICATE (Y) YES / (N) NO OR AS APPLICABLE, AGAINST
EACH ITEM, AND SIGN BELOW.

FLT DISP NAME & SIGN: CMDR NAME & SIGN:

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CHAPTER - 16
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PLAN

Guidelines for personnel handling Remote Despatch

(Administrative Assistants):

a) Send email/Fax to pre-defined flight despatch stations latest by D –

6 hrs separately for each flight providing following:
Flight number / Flight date (UTC), ETD, Aircraft registration, Sector,
Zero fuel weight, Commander name, Crew reporting time.
b) Confirm email address where flight papers are to be received and
confirmation email required for receiving of Flight
Plans/NOTAMS/MET Folder/Flight Release Certificate etc.
c) Records of all papers to be made in duplicate for office purpose as
per DGCA requirement.
d) 2 hours before the crew reporting all the documents to be checked,
made appropriate number of sets and kept ready for the operating
crew.
e) Check with local ATS authorities whether ATC Flight Plan has
been received by them and FIC/ADC are issued.
f) Cross check and ensure that the clearances filed for the flight are
according to the flight plan
g) For any changes and amendments required in flight plan and
associated documents the respective dispatch station has to be
contacted.
h) Monitor all Flight Movement
i) Post-Flight documents will be collected and saved by the SM
concerned for record purpose.
j) On receipt of flight papers, confirm flight plans, NOTAMS, TAFS
MET charts, flight plan release message is received.
k) Make copies of flight plans based on one copy per operating crew
and one copy for office records. Ensure that the sets are as per the
Flight Plan number.
l) At crew reporting time minus 2 hrs, check if all the documents viz:
Flight plans, NOTAMS, TAFS, MET charts, flight plan release
message has been received, appropriate number of sets made and kept
ready for operating crew, check with local ATS authorities whether
ATC flight plan has been received by them.
m) Ensure that the RC and Flight Plan number of the flight plans
match those indicated in flight plan release message.

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n) Send telex / call pre-defined flight despatch station, in case of any

missing documents at crew reporting minus 2 hrs.
o) Monitor receipt of missing documents vide above.
p) Send message to pre defined flight despatch station acknowledging
all papers received.
q) For any changes/amendments required in Flight plan and associated
documents the respective Despatch Station has to be contacted.

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PLAN

PAGE 16-16
OPERATIONS MANUAL CD–OPS–001
PART A
CHAPTER – 17
STANDARD OPERATING Issue-IV Rev.0 01 NOV 2015
PROCEDURES (SOPs)

17.0 STANDARD OPERATING PROCEDURES (SOP) FOR EACH

PHASE OF FLIGHT

17.1 FLIGHT PREPARATION INSTRUCTIONS

The following factors are required to be considered for the preparation
of the flight:

a) The aeroplane is airworthy and the appropriate certificates (i.e.

airworthiness, registration) are on board the aeroplane;.

b) The instruments and equipment prescribed in the Applicable CAR for

the particular type of operation are to be undertaken are installed and
are sufficient for the flight.

c) a maintenance release as prescribed in the Applicable CAR has been

issued in respect of the aeroplane;

d) The mass of the aeroplane and center of gravity location are such that
flight can be conducted safely, taking in to account the flight condition
expected;

e) Any load carried is properly distributed and safely secured;

f) a check has been completed indicating that the operating limitations

given in the applicable CAR can be complied with for the flight to be
undertaken; and

the Standards relating to operational flight planning have been

complied with. Each departure is an amalgam of airfield limitations,
aircraft performance, crew coordination, ATC procedure,
Pilot/Controller communications, masses of technical data and that
ever present intangible human factor. Every flight, therefore, demands
the ultimate in man and machine to avoid inevitable errors and
complications that accompany intricate work from being amplified into
serious hazards. That is why planning is so important while correct
information is essential.

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PROCEDURES (SOPs)

Completed 'pilot acceptance report or equivalent document shall be

kept for a period of three months.

17.1.1 MINIMUM FLIGHT ALTITUDES

The minimum altitudes at which a flight may be conducted safely are
given in Aeronautical Information Publications, and reproduced in the
Jeppesen’s Enroute Charts. All flights shall be planned to operate at or
above the stipulated minimum altitude.

17.1.2 CRITERIA FOR DETERMINING THE USABILITY OF

AERODROMES
The following factors would be considered as essential criteria for
determining the usability of the aerodromes:

a) Aerodrome declared distances

i) Take off run available.

ii) Take off distance available.

iii) Accelerate stop distance available

iv) Landing distance available

b) Obstacles in the and approach path

c) Runway PCN

d) Taxi way width

c) Parking Apron dimensions and PCN.

f) Runway and Taxi way lighting

g) Approach light system

h) VASI/PAPI

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PROCEDURES (SOPs)

i) Rescue and Fire fighting facilities

k) Ambulance

l) Approach facilities and associated instrument approach procedures

m) Watch Hours

n) Refueling facilities

17.1.2.1 SUNSET RESTRICTED FLIGHT OPERATIONS

The light operations to/from the airfields, which are not equipped with
Night Landing Facilities, will be restricted. The last time for landing at
airports not equipped with night landing facilities is kept as local
sunset time.

It is advised that the last from such airfields may be considered as 15

minutes before local sunset time. In such cases, the availability of
suitable alternate for departure, within one hour of flying time on a
single engine under still air conditions, must be ensured. However
following may be considered before taking the final decision.

In case of takeoff from Port Blair, it has to be ensured that, in the event
of the failure of one engine, the aircraft should be able to land back at
Port Blair before the local sunset. Accordingly the last takeoff from
Port Blair may be kept as I hour 45 minutes and 2 hours for flights to
Calcutta and Chennai respectively.

17.1.3 METHODS FOR THE DETERMINATION OF AERODROME

OPERATING MINIMA
The method for determination of Aerodrome Operating Minima is as
covered in Chapter 7 of the Ops Manual in compliance with CAR
Section 8, Series C, part I, dated 13th June 2011, Rev. 7

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PROCEDURES (SOPs)

17.1.4 ENROUTE OPERATING MINIMA FOR VFR FLIGHTS OR

VFR PORTIONS OF A FLIGHT

17.1.5 PRESENTATION AND APPLICATION OF AERODROME AND

EN-ROUTEOPERATING MINIMA
The Operations notice to all crew member is issued and updated time
to time defining the aerodrome operating minima for each airfield on
the network.

The presentation shall include the visibility (RVR) for each procedure
with or without ALS. When the visibility and RVR minima are same,
they are printed as one common value. In case of visibility and RVR
minima are different, the RVR, value would be given in bracket.

17.1.5.1 COMMENCEMENT AND CONTINUATION OF FLIGHTS

17.1.5.1.1 VFR FLIGHTS

Flights to be conducted under Visual Flight Rules shall not be
commenced unless current meteorological reports or a combination of
current reports and forecasts indicates that the meteorological
conditions along the route or that part of the route to be flown under
visual flight rules will at the appropriate time be such as to make it
possible for the flight to be conducted in accordance with Visual Flight
Rules. In addition the aircraft must comply with the requirements+
specified in the applicable CAR.
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PROCEDURES (SOPs)

VFR Operations to/ from Aerodromes Surrounded by Hilly

Terrain

Introduction

Due to the hazards associated with VFR flights in hilly terrain, special
procedures and route training is required. These flights are conducted
keeping visual contact with the ground, maintaining safety altitude and
maintaining VFR. The lack of navigation aids,

Inadequate enroute weather information and lack of ATC coverage to

ensure positive aircraft separation compounds the problems.

It is required that detailed SOP for each type of aircraft and route for
the guidance of the pilots while operating to aerodromes surrounded by
hilly terrain.

Objective

1. To briefly describe the weather hazards in hilly terrain

2. Golden Rules to ensure safety

3. Crew qualifications and recency requirements

4. Guidelines for SOP in hilly terrain

Weather Hazards

Turbulence due to strong winds blowing through the valleys

Up drafts on the windward side and down drafts on leeward side of

mountains

Orographic clouds near the peaks that reduce visibility and cause
turbulence

Thermal clouds – Cumulus and Cumulonimbus clouds on top of hills

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PROCEDURES (SOPs)

Icing conditions due humidity and low temperatures

Radiation Fog in the valleys that reduce visibility

Golden Rules

Follow the company SOP

Check weather before the flight

Fly in VFR conditions

Maintain safety altitudes based on local area QNH setting

Carry topographic maps of the area with the route clearly drawn on
the map

Know the topography of the terrain

When in doubt do not press on. Turn back or divert.

Fly as per flight plan. Search and rescue will be carried out along the
flight plan route.

Ensure serviceability of GPWS/EGPWS if installed and be ready to

follow GPWS warnings

Know your airplane, it’s limitations, the instruments and aids

available and make use of all available resources during the flight

Crew Qualification and Recency Requirements

The First Pilot shall have made at least two flights either as first pilot
without passengers or as a second pilot along the route over which he
is required to fly in conditions permitting visual contact flying and
shall have himself landed and taken off at each of the scheduled
aerodromes en-route.

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PROCEDURES (SOPs)

Route Qualification

In accordance with the above the PIC before operating the flight for the
first time to hilly terrain should have flown minimum of two flights to
and from the airfield as second pilot or on familiarization flights with
other pilots who have experience of flying to that airport

or area. There after he should have undergone one satisfactory route

check with an Examiner or senior experienced pilot approved by the
DGCA.

Type Qualification

It is necessary that pilots operating flight to/ from airfields surrounded

by hilly terrain should be specifically checked and cleared on the type
of aircraft for each airfield for such operations before a pilot is allowed
to operate independently in hilly regions.

Ground Training

Pilots operating in hilly areas must be given additional ground training

in the following subjects, as applicable to the aircraft type.

Simulator booking on emergency procedures particularly procedures

to deal with engine-out situation should be conducted.

Meteorology and special weather hazards applicable in hilly terrain

Cold weather operations

Flying techniques in moderate and severe turbulence

GPWS/EGPWS use and procedures in case of warnings

Weather Radar use and interpretation of weather and ground

echoes

Aircraft performance and limitations

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Videos and Terrain models should be used during ground training for
special precaution required to be taken by operating in mountain
terrain. Emphasis is also being laid down on topography of area of
operation and minimum safety altitude.

An annual ground-training refresher is required to ensure that the pilots

update their knowledge and benefit from the collective operating
experience.

Recency Requirements

The pilots must maintain recency of flying in hilly areas and should
have operated a flight to an airport in such areas at least once during
the preceding twelve months. In the absence of this recency
experience, the pilot should operate the flight to that airport under the
supervision of an Examiner or a senior pilot approved by the DGCA,
or carry out a refresher flight without passenger on board.

Additional requirements for Public Transport Operations

In addition to the above,pilots should have acquired at least one year of

experience as co-pilot or as PIC under supervision before they are
cleared to operate as PIC to such aerodromes. These pilots are also
required to carry out a minimum of two route checks, of which one
shall be by night, in case of night operations, to aerodromes located in
hilly terrain.

Operations to New destinations

In case of operations to new destinations where it is not possible to

meet the above requirements, alternate procedures may be worked out
with prior approval from the DGCA.

Standard Operating Procedures

SOP for the type of aircraft and route, for operations to/ from hilly
terrain. The SOP contains the following relevant information.

Airfield information for departure, destination and enroute diversions

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Operation timings and watch hours

Communication facilities, position reporting and navigation aids

available

Routes to be followed and minimum sector safety heights

Fuel policy and Minimum sector fuel

Diversion routes and airfield information

Route briefing on bad weather and poor visibility procedures

Altimeter setting procedures and significant spot heights along the

route

Engine failure enroute.

MEL applicable for operations to airfields surrounded by hilly terrain

Any other special briefing

17.1.5.1.2 IFR FLIGHTS

The flight to be conducted in accordance with Instrument Flight Rules
shall not be commenced unless the available meteorological
information indicates that meteorological conditions at either
Aerodromes of intended landing or at least one alternate Aerodrome
will, at the expected time of arrival, be at or above the Aerodrome
Operating Minima.

17.1.6 INTERPRETATION OF METEOROLOGICAL

INFORMATION

17.1.6.1 METAR
It is an aviation routine weather report. METARS are issued on hourly/
half hourly basis. MMO offices issue half hourly Metars with Trend
forecast for next two hours appended to it. The METAR consists of
ICAO four letter location Indicator, day of the month and time of
observation in hours and minutes in UTC Direction of the wind and
speed and maximum wind speed. RVR if any, visibility, present
weather, clouds, CAVOK Conditions. Dry Bulb temp. Dew point temp
and QNH in mb/inches.

17.1.6.2 SPECI
It is a special weather report issued in the place of a METAR when the
wind, visibility, weather or cloud undergo a drastic change. In plain

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language it is called a special weather report and in coded language it

is called a SPECI. Conditions for a SPECI are :

a) Wind

i) When the direction changes suddenly by 60° or more AND

the wind speed exceeds 10 knots.

ii) When the mean wind speed is 15 knots and above AND the
wind speed suddenly increases by 10 knots.

b) Visibility: When the visibility crosses the following limits:

5000 metres, 1500 metres, 800 metres

c) Cloud: When the cloud ceiling crosses the following limits

with 5/8th cloud cover or more (BKN or OVC)

450 m - 1500 ft

300m - 1000ft

150 m - 500 ft

60 m - 200 ft

d) Weather

i) Thunderstorm

ii) Hail

iii) Moderate or heavy rain

iv) Snow or sleet

v) Dust storm/sandstorm

e) Squall.

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• A SPECI message is issued the instant the above mentioned

SPECI conditions commence.
• The SPECI for improvement is also issued when the SPECI
conditions disappear. The improvement must be maintained for at
least 10 minutes before the SPECI is issued.
• A SPECI will be issued both for deterioration and an
improvement but the situation will not be mentioned. It has to be
understood from the contents of the message and in conjunction
with the previous report as to whether the SPECI signifies an
improvement or a deterioration of the existing conditions.

17.1.6.3 LANDING FORECAST

A landing forecast is called a Trend forecast. It is appended to the end
of a meteorological message. It has a validity period of 2 hours.

When some significant change is expected from the current conditions

in respect to wind, visibility, cloud and weather the same is indicated
in the Trend forecast. The criteria for significant change is more or
less like that for SPECI conditions. When no significant change is
expected, the term NOSIG is used.

17.1.6.4 SIGMET
A SIGMET warning is issued by the four Met Watch Office of India
(MWO) viz, Bombay, Calcutta, Chennai and Delhi in respect of their
respective FIRs for the following met phenomena:

a) Active thunderstorm

b) Heavy hail

c) Severe icing

d) Marked mountain waves

e) Violent lines squall

f) Dust storms

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g) Sand storms

h) Tropical revolving storms

The period of validity of SIGMET is 4 hours. SIGMET information is

mainly intended for aircraft in flight to be disseminated through ATS
units.

17.1.6.5 TAF
This is a terminal aerodrome forecast. These have different validities
like 9 Hours, 12hours etc.

17.1.6.6 UPPER WIND CHARTS

It is called prognostic charts for 300 (FL 300), 250(FL 340) and 200
(FL 390) Hpa levels. They contain temperature, winds and isotachs.
Jetstreams are also indicated. These charts have a validity of 12 hours.

17.1.6.7 SIGNIFICANT FORECAST WEATHER CHART

All jet aircraft flying at sub-sonic speeds and below 46000 feet are
issued with a significant weather chart. This is valid for aircraft in
flight.

17.1.7 QUANTITY OF FUEL AND OIL

Refer Chapter 12 of Part A

17.1.8 MASS AND BALANCE CONTROL

The weight and balance check shall be the sole responsibility of the
Commander of the Aircraft.

The Airline has designated authorized representatives to fulfil this task,

their signatures on the weight and balance sheet (trim sheet) thereof,
may be accepted in good faith as proof of the task having been done.

The Commander will ensure:

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a) The load is such that the gross weight of the aircraft before
does not exceed the maximum certified weight and the max
zero fuel limits as shown in the Airplane Flight Manual. The
weight at which performance requirements can be met for the
flight concerned.

b) This distribution of load is such that the structural loading

limitations for each load location are not exceeded. The
limitations, on location of the centre of gravity (C of G) of the
loaded aircraft, laid down in the Aircraft Flight Manual are
satisfied,

c) The stowage of the load is such that

• It is secured and cannot shift or break loose.

• It cannot damage the aircraft or otherwise endanger its

operations.

17.1.9 ATS FLIGHT PLAN

Information relative to an intended flight or portion of a flight, to be
provided to air traffic services units, shall be in the form of a ATS
flight plan. Submission of an ATS flight plan is required for :

a) Any flight or portion thereof to be provided with air traffic control

service.

b) Any IFR flight within advisory airspace

c) Any flight within or into designated areas, or along designated

routes, when so required by the appropriate ATS authority to
facilitate the provision of flight information, altering and search
and rescue services

d) Any flight within or into designated areas, or along designated

routes, when so required by the appropriate ATS authority to
facilitate co-ordination with appropriate military units or with air
traffic services units in adjacent States in order to avoid the
possible need for interception for the purpose of identification.
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e) Any flight across international borders.

17.1.9.1 SUBMISSION OF ATS FLIGHT PLAN

A flight plan shall be submitted before departure to an air traffic
services reporting office or, during flight, transmitted to the appropriate
air traffic services unit or air ground control radio station, unless
arrangements have been made for submission of repetitive flight plans.

Unless otherwise prescribed by the appropriate ATS authority, a flight

plan for a night to be provided with air traffic control service or air
traffic advisory service shall be submitted at least sixty minutes before
departure, or, if submitted during flight, at a time which will ensure its
receipt by the appropriate air traffic services unit at least ten minutes
before the aircraft is estimated to reach

i) The intended point of entry into a control area or advisory area or

ii) The point of crossing an airway or advisory route.

17.1.9.2 CONTENTS OF A FLIGHT PLAN

A flight plan shall comprise information regarding such of the
following items as are considered relevant by the appropriate ATS
authority:

• Aircraft identification

• Number and type(s) of aircraft and wake turbulence category

equipment

• Departure aerodrome (see Note 1)

• Estimated off-block time (see Note2)

• Cruising speed(s)

• Cruising level(s)

• Route to be followed

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• Destination aerodrome and total estimated elapsed lime

• Alternate aerodrome(s)

• Other information.

Note l. :- for flight plans submitted during flight, the information

provided in respect of this item will be an indication of the location
from which supplementary information concerning the flight may be
obtained, if required.

Note 2.:- For flight plans submitted during flight, the information to be
provided in respect of this item will be the time over the first point of
the route to which the flight

Note 3.:- The term “aerodrome” where used in the flight plan is
intended to cover also sites other than aerodromes which may be used
by certain types of aircraft e.g. helicopter or balloons.

17.1.9.3 INSTRUCTIONS FOR THE COMPLETION OF THE FLIGHT

PLAN

GENERAL
Adhere closely to the prescribed formats and manner of specifying
data.

Commence inserting data in the first space provided. Where excess

space is available, leave unused space blank.

Insert all clock times in 4 figures UTC.

Insert all estimated elapsed times in 4 figure (hours and minutes).

Shaded area-preceding Item 3- to be completed by AS and COM

services, unless the responsibility for originating flight plan messages
has been delegated.

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Note: The term “aerodrome” where used in the flight plan is intended
to cover also sites other than aerodromes which may be used to certain
types of aircraft, e.g. helicopter or balloons.

17.1.9.4 INSTRUCTION FOR INSERTION OF ATS DATA

Complete Items 7 to 18 as indicated here under.

Complete also item 19 as indicated hereunder, when so required by the

appropriate ATS authority or when otherwise deemed necessary.

Note: Item number on the form are not consecutive, as they

correspond to Field Type numbers in ATS messages.

AIRCRAFT IDENTIFICATION (MAXIMUM 7 CHARACTER)

INSERT one of the following aircraft identifications, not exceeding 7

characters:

The ICAO designator for the aircraft operating agency followed by the
flight identification (e.g. KLM511. NGA213, JTR25) when in
radiotelephony the call sign to be used by the aircraft will consist of the
ICAO telephony designator for the operating agency followed by the
flight identification (e.g. KLM511. NIGERIA213, HERBIE25).

Note:- Provisions for the use of radiotelephony call signs are contained
in Annex 10, Volume II, chapter 5, ICAO designators and telephony
designators for aircraft operating agencies are contained in DOC 8585
– Designators for Aircraft Operating Agencies, Aeronautical
Authorities and Services.

ITEM 8: FLIGHT RULES AND TYPE PF FLIGHT (ONE OR

TWO CHARACTERS)

FLIGHT RULES

INSERT one of the following letters to denote the category of flight

rules with which the pilot intends to comply:

1 if IFR

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V if VFR
Y if IFR (first) and specify in Item 15 the point or
Z if VFR (first) points where a change of flight rules is planned.

TYPE OF FLIGHT

INSERT one of the following letters to denote the type of flight when
so required by the appropriate ATS authority:

S if scheduled air service

N if non-scheduled air transport operation

G if general aviation

M if military

X if other than any of the defined categories above.

ITEM9: NUMBER AND TYPE OF AIRCRAFT AND WAKE

TURBULENCE CATEGORY

Number of aircraft (1 or 2 characters)

INSERT the number of aircraft, if more than one.

Type of aircraft (2 to 4 characters)

INSERT the appropriate designator as specified in ICAO Doc 8643,

Aircraft Type Designators, -

OR, if no such designator has been assigned, or in case of formation

flights comprising more than one type,

INSERT ZZZZ, and SPECIFY in Item 18, the (numbers and) type(s) of
aircraft preceded by TYPE

WAKE TURBULENCE CATEGORY (1 CHARACTER)

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INSERT an oblique stroke followed by one of the following letters to

indicate the wake turbulence category of the aircraft:

H HEAVY, to indicate an aircraft type with a maximum certified

mass of 136,000 kg or more;

M MEDIUM, to indicate an aircraft type with a maximum

certificated takeoff mass of less than 136,000 kg but more than
7000 Kg

L LIGHT, to indicate an aircraft type with a maximum certificated

mass of 7000 kg or less.

ITEM 10: EQUIPMENTRADIO COMMUNICATION,

NAVIGATION AND APPROACH AID EQUIPMENT

INSERT one letter as follows:

N if no COM/NAV/ approach aid equipment for the route to be flown

is carried, or the equipment is unserviceable,

S if standard COM/NAV/approach aid equipment for the route to be

flown is carried and serviceable (see Note 1),

AND/OR

INSERT one or more of the following letters to indicate the

COM/NAV/ approach aid equipment available and serviceable:

A (Not allocated)

B (Not allocated)

C LORAN C

D DME

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E (Not allocated)

F ADF

G (GNSS)

H HF RTF

I Inertial Navigation

J (Data Link) (See Note 3)

K (MLS)

L ILS

M Omega

O VOR

P (Not allocated)

Q (Not allocated)

R RNP type certification

T TACAN

U UHF RTF

V VHF RTF

W RVSM

X when prescribed by ATS

Z Other Equipment carried

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Note 1. Standard equipment is considered to be VHF, RTF, ADF,

VOR and ILS, unless another combination is prescribed by the
appropriate ATS authority.

Note 2. If the letter Z is used, specify in Item 18 the other equipment

carried, preceded by COM/ and /or NAV/, as appropriate.

Note 3. — If the letter J is used, specify in Item 18 the equipment

carried, preceded by DAT/ followed by one or more letters as
appropriate.

Note 4 — Information on navigation capability is provided to ATC for

clearance and routing purposes.

Note 5 — Inclusion of letter R indicates that an aircraft meets the RNP

type prescribed for the route segment(s) route (s) and /or area
concerned. SURVEILLANCE EQUIPMENT

INSERT one or two of the following letters to describe the serviceable

surveillance equipment carried:

SSR equipment

N Nil

A Transponder - Mode A (4 digits - 4096 codes)

C Transponder Mode A(4 digits -4096 codes)

X Transponder- Mode S without both aircraft identification and

pressure-altitude transmission

P Transponder- Mode S, including pressure altitude transmission,

but no aircraft identification transmission

I Transponder - Mode S, including aircraft identification

transmission, but no pressure - altitude transmission

S Transponder—Mode S, including both pressure-altitude and

aircraft identification transmission.
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ADS EQUIPMENT

1) ADS capability

ITEM 13: DEPARTURE AERODROME AND TIME ( 8

CHARACTER)

INSERT the ICAO four-letter location indicator of the departure

aerodrome. OR, if no location indicator has been assigned,
INSERT ZZZZ and SPECIFY, in Item 18, the name of the aerodrome
preceded by DEP/

OR.
if the flight plan is received from an aircraft in flight, INSERT AFIL,
and SPECIFY, Item 18, the ICAO four-letter location indicator of the
location of the ATS unit from which supplementary flight plan data
can be obtained, preceded by DEP/

THEN, WITHOUT A SPACE, INSERT for a flight plan submitted

before departure, the estimated off-block lime.

OR.

For a flight plan received from an aircraft in flight, the actual or

estimated time over the first point of the route to which the flight plan
applies.

Note: When a transition is planned between a lower and upper ATS

route and the routes are oriented in the same direction, the point of
transition need not be in sorted followed in each case by the designator
of the next ATS route segment, even if the same as the previous one,

OR.

by DCT, if the flight to the next point will be outside a designated

route, unless both points are defined by geographical coordinates.

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FLIGHTS OUTSIDE DESIGNATED ATS ROUTES

INSERT points normally not more than 30 minutes flying time or 370
km (200 NM) apart, including each point at which a change of speed or
level, a change or track, or a change of flight rules is planned.

OR, when required by appropriate ATS authority (ies)

DEFINE the track of flights operating predominantly in an east-west

direction between 70° N and 70° S by reference to significant points
formed by the intersections of half or whole degrees of latitude with
meridians spaced at intervals of 10 degrees of longitude. For flights
operating in areas outside those latitudes the tracks shall be defined by
significant points formed by the intersection of parallels of latitude

with meridians normally spaced at 20 degrees of longitude. The

distance between significant points shall, as far as possible, not exceed
one hour's flight time. Additional significant points shall be established
as deemed necessary.

For flights operating predominantly in a north-south direction, define

tracks by reference to significant points formed by the intersection of
whole degrees of longitude with specified parallels of latitude, which
are spaced at 5 degrees.

INSERT DCT between successive points unless both points are

defined by geographical coordinates or by bearing and distance.

USE ONLY the conventions in (1) to (5) below and SEPARATE each
sub-item by a space.

a) ATS route (2 to 7 characters)

The coded designator assigned to the route or route segment including,

where appropriate, the coded designator assigned to the standard
departure or arrival route (e.gBCN1, B1 R14, UB10 KODAP2A).

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Note - Provisions for the application of route designators are contained

in Annex 11, Appendix 1, whilst guidance material on the application
of an RNP type to a

Specific route segment(s), route (s) or area is contained in the Manual

on Required Navigation Performance (RNP) (Doc 9613)

b) Significant point (2 to 11 characters)

The coded designator (2 to 5 characters) assigned to the point ( e.g.

LN, MAY, HADDY), or if no coded designator has been assigned, one
of the following ways:

Degrees only (7 characters)

Two figures describing latitude in degrees, followed by "N" (North) or

"S" (South), followed by three figures describing longitude in degrees,
followed by "E" ( East) or" W" (West). Make up the correct number of
figures, where necessary, by insertion of zeros, e.g. 46N078W.

Degrees and minutes (11 character)

Four figures describing latitude in degrees and tens and units of

minutes followed by "N" (North) or "S"(South), followed by 5 figures
describing longitude in degrees and tens and units of minutes, followed
by "E" (East) or "W" (West). Make up the correct number of figures,
where necessary, by insertion of zeros, e.g. 4620N07805W.

Bearing and distance from a navigation aid.

The identification of the navigation aid (normally a VOR), in the form

of 2 to 3 characters. THEN the bearing from the aid in the form of 3
figure expressing nautical miles. Make up the correct number of
figures, where necessary, by insertion of zeros - e.g. a point
180"magneticat a distance of 40 nautical miles from VOR "DUB"
should be expressed as DUB 180040.

c) Change of speed or level(maximum 21 characters)

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The point at which a change of speed (5% TAS or 0.01 Mach or more)
or a change of level is planned, expressed exactly as in (2) above,
followed by an oblique stroke and both the cruising speed and the
cruising level, expressed exactly as in (a) and (b) above, without a
space between them, even when only one of these quantities will be
changed.

Example: LN/N0284A045 MAY/N0305F180 HADDY/N0420F330

4602N07805W/N050CF 35046N078W/M082F330
DUB180040/N0350M0840

d) Change of flight rules( maximum 3characters)

The point at which the change of flight rules is planned, expressed

exactly as in (20 or (3) above as appropriate, followed by a space and
one of the following.

VFR if from IFR to VFR, IFR if from VFR to IFR

Examples : I.NVFR LN/N0284A050 IFR

e) Cruise climb (maximum 28 characters)

The letter C followed by an oblique stroke; THEN the point at which

cruise climb is planned to start, expressed exactly as in (2) above,
followed by an oblique stroke, THEN the speed to be maintained
during cruise climb, expressed exactly as in (a) above, followed by the
two levels defining the layer to be occupied during cruise climb, each
level expressed exactly as in (b) above, or the level above which cruise
climb is planned followed by the letters PLUS, without a space
between them.

Example: C/48N050W/M082F290F350

C/48N050W/M082F290PLUS

C/52N050W/M220F580F620.

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ITEM16: DESTINATION AERODROME AND TOTAL

ESTIMATED ELAPSED TIME, ALTERNATE AERODROME
(S)

DESTINATION AERODROME AND TOTAL ESTIMATED

ELAPSED TIME (8C HARACTERS)

INSERT the ICAO four-letter location indicator of the destination

aerodrome followed, without a space, by the total estimated elapsed
time,

OR if no location indicator has been assigned.

INSERT ZZZZZ followed, without a space, by the total estimated

elapsed time, and SPECIFY in Item 18 the name of the aerodrome,
preceded by DEST/.

Note: For a flight plan received from an aircraft in flight, the total
estimated elapsed time is the estimated time from the first point of the
route to which the flight plan applies.

ALTERNATE AERODROME(S) (4 CHARACTERS)

INSERT the ICAO four-letter location, indicator(s) of not more than

two alternate aerodromes, separated by a space.

OR, if no location indicator has been assigned to the alternate

aerodrome,

INSERT ZZZZ and SPECIFY in Item 18 the name of the aerodrome,

preceded by ALTN/.

ITEM 17 : MET SYMBOLOGY

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ITEM 18 : OTHER INFORMATION

INSERT 0 (zero) if no other information.

OR, any other necessary information in the preferred sequence shown

here-under, in the form of the appropriate indicator followed by an
oblique stroke and the information to be recorded:

EET/ Significant points of FIR boundary designators and accumulated

estimated elapsed times to such points or FIR boundaries, when so
prescribed on the basis of regional air navigation agreements, or by the
appropriate ATS authority.

Example:

EET/CAP0745 XYZ0830

EET/EINN0204

RIF : The route details to be revised destination aerodrome, followed

by the ICAO four-letter location indicator of the aerodrome. The
revised route is subject to re-clearance in flight.

Example:

RIF/DTA HEC KLAX

RIF/ESP G94CLA APPH

RIF/LEMD

REG/ The registration markings of the aircraft, if different from the

aircraft identification in Item7.

SEE/ SELCAL Code, if so prescribed by the appropriate ATS

authority.

OPR/ Name of the operator, if not obvious from the aircraft

identification in Item 7.

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STS/ Reason for special handling by ATS., e.g. hospital aircraft, one
engine inoperative, e.g. STS/HOSP. STS/ONE ENG INOP

TYP/ Type(s) of aircraft, preceded if necessary by number(s) of

aircraft, if ZZZZ is inserted in Item 9

PER/ Aircraft performance data, if so prescribed by the appropriate

ATS authority.

COM/ Significant data related to communication equipment as

required by the appropriate ATS authority, e.g. COM/UHF only.

DAT/ Significant data related to data link capability, using one or more
of the letters S. II, V and M, e.g. DAT/S for satellite data link, DAT/IT
for ITF data mod to V TO 1 link, DATA/ for VHF data link, DAT/M
for SSR Mode S data link.

NAV/ Significant data related to navigation equipment as required by

the appropriate ATS authority.

DEP/ Name of departure aerodrome, if ZZZZ is inserted in Item 13, or

the ICAO four-letter location indicator of the location of the ATS unit
from which supplementary flight plan data can be obtained, if AFIL is
inserted in Item 13.

DEST/ Name of destination aerodrome, if ZZZZ is inserted in Item 16.

ALTN/ Name of destination alternate aerodrome(s), if ZZZZ is

inserted in Item 16. RALT/ Name of en-route alternate aerodrome(s).

RMK/ Any other plain language remarks when required by the

appropriate ATS authority or deemed necessary.

ITEM 19: SUPPLEMENTARY INFORMATION ENDURANCE

After E/ INSERT a 4-figure group giving the fuel endurance in hours

and minutes.

PERSON ON BOARD
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After P/INSERT the total number of persons (passengers and crew) on

board, when required by the appropriate ATS authority. INSERT TBN
(to be notified) if the total number of persons is not known at the time
of filing.

EMERGENCY AND SURVIVAL EQUIPMENT

R/(RADIO) CROSS OUT U if UHF on frequency 243.0 MHz is not

available.

CROSSOUTV if VHF on frequency 121.5MHzisnotavailable.

CROSS OUT E if emergency location beacon aircraft (ELBA) is not

available.

S/SURVIVAL CROSS OUT all indicators if survival equipment is not

carried.

CROSS OUT P if polar survival equipment is not carried:

CROSS OUT D if desert survival equipment is not carried.

CROSS OUT M if maritime survival equipment is not carried.

CROSS OUT J if jungle survival equipment is not carried.

J/(JACKETS) CROSS OUT all indicator if life jackets are not carried.

CROSS OUT L if life jackets are not equipped with lights.

CROSS OUT F if life jackets are not equipped with fluorescent.

CROSS OUT U or V or both as in R/ above to indicate radio capability

of jackets, if any.

D/(DINGHIES) CROSS OUT indicators D and C if no dinghies are

carried, or INSERT (NUMBER) number of dinghies carried;
and(CAPACITY) INSERT total capacity, in persons, of all dinghies
carried; and (COVER)CROSS OUT indicator C if dinghies are not
covered; and (COLOUR) INSERT colour of dinghies if carried.
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A/(AIRCRAFT INSERT colour of aircraft and significant markings.

COLOUR AND MARKINGS)

N/( REMARKS) CROSS OUT indicator N if no remarks, or

INDICATE any other Survival equipment carried and any other
remarks regarding survival equipment.

C/(PILOT) INSERT name of pilot-in-command. FILED BY

INSERT the name of the unit, agency or person filing the flight plan.

17.1.9.5 ACCEPTANCE OF THE FLIGHT PLAN

Acceptance of the flight plan is indicated by concerned ATS unit in the
manner prescribed by the appropriate ATS authority.

17.1.9.6 USE OF REPETITIVE ("STORED") FLIGHT PLANS (RPLs)

GENERAL

A repetitive flight plan is a flight plan related to a series of frequently

recurring, regularly operated individual flights with identical basic
features, submitted by an operator for retention and repetitive use by
ATS units.

RPLs shall not be used for flights other than IFR flights operated
regularly on the same day(s) of consecutive weeks and on at least ten
occasions or every day over a period of at least ten consecutive days.
The elements of each flight plan shall have a high degree of stability.

RPLs shall cover the entire flight from the departure aerodrome to the
destination aerodrome. RPF procedures shall be applied only when all
ATS authorities concerned with the flights have agreed to accept RPLs.

The use by States of RPLs for international flight shall be subject to the
provision that the affected adjacent States either already use RPLs or
will use them at the same time.

Conditions governing submission, notification of changes; or

cancellation of RPLs shall be the subject of appropriate arrangements
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between operations and the ATS authority concerned or of regional air

navigation agreements.

17.1.9.6.1SUBMISSION
RPLs shall be submitted in the form of listings containing the required
flight plan data using an RPL listing form specially designed for the
purpose or by means of other media suitable for electronic data
processing. The method of submission shall be determined by local or
regional agreement.

17.1.9.6.2 CHANGES TO AND CANCELLATIONS OF REPETITIVE

FLIGHT PLANS
Changes of a permanent nature shall be submitted to reach the ATS
agency concerned at least seven days prior to the change becoming
effective. A permanent change in the aircraft identification, the
departure aerodrome, the route and/or the destination aerodrome given
in a repetitive flight plan requires cancellation of that flight plan and
submission of a new repetitive flight plan.

Permanent cancellation of repetitive flight plans may be notified on a

day-to-day basis. Extensive changes to a list of flight plans, e. g. prior
to the introduction of summer and winter schedules, require
submission of a completely revised list. Additions or changes shall be
clearly identified by inserting a minus sign (-) for deletions and a plus
sign (+) for additions.

Changes or cancellations of a temporary, non-recurring nature shall be

notified for each individual flight, as early as possible and not later
than 30 minutes before departure, to the ATS reporting office at the
departure aerodrome, except that a change of the cruising level alone
may be notified by radiotelephony on initial contact with the
aerodrome control tower. An incidental change in the aircraft
identification, the departure aerodrome, the route and/or the destination
aerodrome given in a repetitive flight plan requires cancellation of that
flight plan for the day and submission of an individual flight plan,
unless special arrangements have been made to handle such incidental
changes in the air traffic services unit(s) concerned.
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17.1.9.6.3 STORAGE AND ACTIVATION

Each ATS unit concerned is responsible to store repetitive flight plans in
a manner that will ensure that flight plans are systematically activated
according to the days and limes of individual flights.

17.1.9.6.4 COMPLETION OF A FLIGHT PLAN

a) Whatever the purpose for which it is submitted, a flight plan shall contain
information, as applicable, on relevant items up to and including "Alternate
aerodrome(s)" regarding the whole route or the portion thereof for which
the flight plan is submitted.

b) It shall, in addition, contain information, as applicable, on all other items

when so prescribed by the appropriate ATS authority or when otherwise
deemed necessary by the person submitting the flight plan.

17.1.9.6.5CHANGE TO A FLIGHT PLAN

All changes to a flight plan submitted for an IFR flight, or a VFR flight
operated as a controlled flight, shall be reported as soon as practicable
to the appropriate air traffic services unit. For other VFR flights,
significant changes lo a flight plan shall be reported as soon as
practicable to the appropriate air traffic services unit.

17.1.9.7 CLOSING A FLIGHT PLAN

Unless otherwise prescribed by the appropriate ATS authority, a report
of arrival shall be made either in person or by radio at the earliest
possible moment after landing, to the appropriate air traffic services
unit at the arrival aerodrome, by any flight for which a flight plan has
been submitted covering the entire flight or the remaining portion of a
flight to the destination aerodrome.

When a flight plan has been submitted only in respect of a portion of a

flight, other than the remaining portion of a flight to destination, it
shall, when required, be closed by an appropriate report to the relevant
air traffic services unit.

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When no air traffic services unit exists at the arrival aerodrome, the
arrival report, when required, shall be made as soon as practicable after
landing and by the quickest means available to the nearest air traffic
services unit.

When communication facilities at the arrival aerodrome are known to

be inadequate and alternate arrangements for the handling of arrival
reports on the ground are not available, the following action shall be
taken. Immediately prior to landing the aircraft shall, if practicable,
transmit by radio to an appropriate air traffic services unit, a message
comparable to an arrival report, where such a report is required.
Normally, this transmission shall be made to the aeronautical station
serving the air traffic services unit in charge of the flight information
region in which the aircraft is operated.

Arrival reports made by aircraft shall contain the following elements of

information:

a) Aircraft identification;

b) Departure aerodrome;

c) Destination aerodrome (only in the case of a diversionary-

landing);

d) Arrival aerodrome;

e) Time of arrival.

Note:- Whenever an arrival report is required, failure to comply with

these provisions may cause serious disruption in the air traffic services
and incur great expense in carrying out unnecessary search and rescue
operation.

17.1.10 OPERATIONAL FLIGHT PLAN

Refer Chapter 16 of Part A

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17.1.11 OPERATOR'S AEROPLANE TECHNICAL LOG

A flight shall not be commenced until the pilot issues 'pilot acceptance
report either on tech-log or any other appropriate document, certifying
that the pilot-in-command is satisfied that:

(a) The aircraft has a current Certificate of Airworthiness and a

valid Flight Release.

(b) The instruments and equipment as prescribed by the

manufacturer/ DGCA are installed and are sufficient for the
flight/ type of operation to be undertaken;

(d) The mass of the aeroplane and centre of gravity location are
such that flight can be conducted safely, taking in to account
the flight condition expected.

(e) Any load carried is properly distributed and safely secured.

(f) It carries sufficient fuel and oil for the intended flight in
accordance with this part of the CAR,

(g) The engines are developing the rated power,

(h) The various documents required for (he flight are valid and
are on board,

(i) There is no physical damage apparent during the walk around

inspection,

(j) Sufficient length of runway is available for safe and line of

flight in the direction is not obstructed,

(k) The flight controls of the aircraft are working freely and in
correct senses

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(1) View of the pilot is not interfered with/by any part of the
aircraft structure

(m) A check has been completed to ensure that the aircraft can be
operated within approved operating limitations contained in
the Certificate of Airworthiness/ Flight Manual or other
appropriate and relevant documents, (n) that the operational
flight plan has been completed for the intended flight

17.1.12 LIST OF DOCUMENTS AND FORMS

The following documents will be carried on board each aircraft,

1. Certificate of Flight Release

2. Certificate of Registration
3. Certificate of Airworthiness
4. Aero-mobile Radio Telephony Licences
5. A document attesting Noise Certification
6. Air Operator's Permit
7. Load and Trim sheet
8. Weight Schedule
9. Flight Report Book
10. Cabin Defect Report Book
11. A list of dangerous goods if carried. This list must be
specifically brought to the notice of the Commander
(NOTOC)
12. Route Guide
13. Current and suitable navigation charts/maps for the
planned flight route and all other routes along which it is
reasonable to expect that the flight may be diverted;
14. Operations Circulars
15. Operations Manual
16. Crew, Passenger names (places of embarkation and
destination)and Cargo manifest
17. Cabin Crew Emergency Procedures book(SEP MANUAL)
18. Aircraft Flight Manual
19. Aircraft FCOM
20. RTOLW Book

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21. Topographical charts where required

22. Minimum Equipment List
23. Quick Reference Handbook (QRH) as applicable/ Cockpit
normal ,abnormal and emergency checklist
24. ICAO Emergency Response Guide (ERG) (only in CRJ 700)
25. SAR ( Aircraft search procedure checklist)
26. Flight Crew Licence
27. Copy of Insurance
28. LOPA (Layout of Passenger Arrangement) and Emergency
and Safety Equipment Layout is kept in the cabin
29. *Various forms
(*Air Contamination Report / Bird Strike Form / RA Form / Flight
Safety Report Form / Voluntary Reporting / Airframe vibration form /
Erratic airspeed indication form / Flight management event reporting /
EGPWS Occurrence form / Hazard reporting )
17.1.12 A In case a document has been submitted to a
competent authority for renewal or revision approval or for
any other action, that fact shall be deemed as valid excuse
for its not being carried on board an aircraft. In such a case
a document issued by ED(AO) shall be carried stating that
the required document has been submitted to the relevant
authority for renewal/ submitted for revision approval.

17.2 GROUND HANDLING ARRANGEMENTS AND PROCEDURES

Refer Chapter 9 of Part A

17.2.1 PUSH BACK

Prior to push back the Captain must be in interphone contact with
ground personnel. Push back shall not be done without interphone
contact between the Cockpit and Ground Personnel.

Push back procedure laid down in the aircraft FCOM/FCTM should be

followed. Prior to starting engines the 'Before start' checklist must be
completed.

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WHEN READY FOR PUSH BACK

Clearance for push back shall be taken from the appropriate

ground/tower frequency.
Ground personnel will advise "ready for push back" when ready to
move the aircraft.
The Captain will signal that he is ready by advising "Brakes off for
push back facing (WEST/EAST etc.)"
This means: -
The Marshallar is in sight.

ATC clearances have been received to leave gate. The brakes have
been released.

Should the Captain want the aircraft stopped for any reason such as
request from ground control, loss of external power etc., he shall
advise the ground personnel by interphone to "stop" the aircraft. Pilot
shall not use the brakes for stopping during push back. Ground
personnel are responsible for aircraft speed, direction, control and
obstacle clearance while the aircraft is being towed/pushed backed.

Hydraulic/electrical power configuration before push back shall be as

per aircraft FCOM/FCTM.

No power/hydraulic conditions will be altered during push back.

• Nose wheel steering control must not be activated during push

back because the steering mechanism can be damaged.
• When push back is completed, ground personnel will advise
"Brakes ON". After the brakes are set the flight crew will
advise ground personnel "Brakes ON.

INTERRUPTION OF PUSH-BACK
Where the cockpit crew wishes the push back to be stopped the request
shall be made via the radio interphone, which shall be connected
throughout the push back procedure.

AFTER PUSH BACK AND ENGINE START

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The ground personnel shall advise "clear to start engine No." when
they have:

• disconnected the tow bar,

• reconnected the nose gear linkage,
• removed the gear pins, if installed.
• ensured engine vicinity is clear.

All engine starting procedures shall be followed as laid down in the

appropriate aircraft FCOM/FCTM.

The flight crew shall commence the normal engine starting procedure.

After the engines are started and prior to taxiing the Co-pilot shall at
the Captain's command read and monitor the 'After start" checklist.

An aeroplane shall not be taxied on the movement area of an

aerodrome unless the person at the controls:

a) has been duly authorized by the operator,

b) is fully competent to taxi the aeroplane,

c) is qualified to use the radio telephone or a person qualified to

use the radio telephone is on board; and

d) has received instruction from a competent person in respect of

aerodrome layout, routes, signs, marking, lights, air traffic
control (ATC) signals and instructions, phraseology and
procedures, and is able to conform to the operational
standards required for safe aeroplane movement at the
aerodrome.

17.3 FLIGHT PROCEDURES

17.3.1 VFR/IFR POLICY

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17.3.1.1 RULES APPLICABLE TO ALL IFR FLIGHTS AIRCRAFT

EQUIPMENT
Aircraft shall be equipped with suitable instruments and with
navigation equipment appropriate to the route to be flown.

MINIMUM LEVELS

Except when necessary for or landing, or except when specifically

authorized by the appropriate authority, an IFR flight shall be flown at
a level which is not below the minimum flight altitude established by
the State whose territory is over-flown, or where no such minimum
flight altitude has been established:

a) Over high terrain or in mountainous areas, at a level which is at

least 600m(2000 Ft.) above the highest obstacle located within 8
Km of the estimated position of the aircraft;
b) Elsewhere than as specified in a), at a level which is at least 300m
(1000 Ft.) above the highest obstacle located within 8 Km of the
estimated position of the aircraft.

Note 1:- The estimated position of the aircraft will take account of the
navigational accuracy which can be achieved on the relevant route
segment, having regard to the navigational facilities available on the
ground and in the aircraft.

CHANGE FROM IFR FLIGHT TO VFR FLIGHT

An aircraft electing to change the conduct of its flight from compliance

with the instrument flight rules to compliance with the visual flight
rules shall, if a flight plan was submitted, notify the appropriate air
traffic services unit specifically that the IFR flight is cancelled and
communicate there to the changes to be made to its current flight plan.

When an aircraft operating under the instrument flight rules is flown in

or encounters visual meteorological conditions it shall not cancel its
IFR flight unless it is anticipated, and intended, that the flight will be

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continued for a reasonable period of time in uninterrupted visual

meteorological conditions.

17.3.1.2 RULES APPLICABLE TO IFR FLIGHTS WITHIN

CONTROLLED AIR¬SPACE
a) IFR flights shall comply with the provisions of Air Traffic Control
services when operated in controlled air-space.

b) An IFR flight operating in cruising flight in a controlled airspace

shall be flown at a cruising level, or, if authorized to employ cruise
climb techniques, between two levels or above a level, selected
from the tables of cruising levels as applicable and in use.

17.3.1.3 RULES APPLICABLE TO IFR FLIGHTS OUTSIDE

CONTROLLED AIRSPACE
CRUISING LEVELS

An IFR flight operating in level cruising flight outside of controlled

airspace shall be flown at a cruising level appropriate to its track as
specified in the tables of cruising level as applicable except when
otherwise specified by the appropriate ATS authority for flight at
below 900 m (3000 Ft.) above mean sea level.

COMMUNICATION

An IFR flight operating outside controlled airspace but within or into

areas, or along routes, designated by the appropriate ATS authority,
shall maintain a listening watch on the appropriate radio frequency and
establish two-way communication, as necessary, with the air traffic
services unit providing flight information service

POSITION REPORTS

An IFR flight operating outside controlled airspace and required by the

appropriate ATS authority to:

a) Submit a flight plan,

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b) Maintain a listening watch on the appropriate radio frequency and

establish two-way communication, as necessary, with the air
traffic services unit providing flight information service, shall
report position as specified for controlled flights.

Note:- Aircraft electing to use the air traffic advisory service whilst
operating IFR within specified advisory airspace are expected to
comply with the provisions of Air Traffic Control Services , except
that the flight plan and changes thereto are not subjected to clearances
and that two-way communication will be maintained with the unit
providing the air traffic advisory service.

17.3.2 NAVIGATION PROCEDURES

17.3.2.1 STANDARD NAVIGATIONAL PROCEDURES

To ensure accurate navigation and monitoring of flight progress during
all phases of flight, including flights being radar vectored, using INS,
or operating with visual reference to the ground, full use shall be made
of radio navigation and landing aids during all weather conditions.

In case of failure of any navigation aid or airborne radio navigational

equipment essential for safe and accurate navigation, or for complying
with ATS procedures, the pilot-in-command shall notify the
appropriate ATS unit making full use of Radar assistance available.

Radio navigation aids promulgated as being 'unreliable' or 'on test'

shall not be used, facilities published as being 'ground checked only'
may be used during the enroute phase of flight, provided they can be
cross-checked by the use of other radio navigation aids.

If a radio navigation aid on which adjacent route segments are based or

by which an intersection is defined is found unreliable or out of service
the highest minimum safe grid altitude concerned shall apply to
maintain adequate terrain clearance.

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Any facility which is ground checked only and is required for approach
and landing or departure shall not be used, except an ILS may be used,
provided the minimum for ILS without glide path is applied.

Except where topographical features dictate or operational requirement

permit a reduction of the specified limits the ILS localizer coverage
sector extends from the localizer antenna to distances of25 NM within
+/-10° of the front course and17 NM within -17-35° of the front
course.

When tuning in a VOR station, care shall be taken to select the correct
frequency. If by mistake the adjacent channel, i.e. a frequency offset by
50 kHz, is selected, the following phenomenon may occur:

-The Off flag disappears;

-Station identification may be received, though most probably

distorted;

-A course information, usually close to radial 180 or 360, may be

shown which does not alter even when the course of the aircraft is
changed.

Therefore, whenever a radial is indicated which is unlikely for the

course flown, and/ or when the VOR identification signal is distorted,
the VOR frequency selected should be cross-checked against the
published frequency.

17.3.2.1.2 SETTING AND CHECKING OF NAVIGATIONAL AIDS

For instrument approaches conducted with airplanes not equipped with
an AUTOTUNE. feature, the setting and checking of navigational aids
is regulated as follows:

The order for turning to a particular navigational aid is given by the

PF. Such orders are not confirmed by verbal repetition.

The PNF tunes the appropriate receiver(s) and checks the identification
of the facility.

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The execution of the order is verbally confirmed by the PNF.

During Instrument approaches the ADF receiver needle no. 2 shall be

tuned to the appropriate NDB and the MKR audio signal receipt shall
be selected.

During ILS approaches VHF/NAV receivers shall be tuned to:

- PF: ILS

- PNF: VOR/DME used for transitioning to ILS;

ILS when the airplane is established on the extended runway

centerline, but not later than over the OM.

If the outer marker is not available or unserviceable and has to be

substituted by a published fix based on another VHF NAV facility
(DME, VOR radial), the second VHF NAV receiver may be set on ILS
shortly after passing the OM position, unless an altitude check during
descent on the glide path has been performed prior to the OM position
on the basis of a published radio navigation fix.

17.3.2.1.3 NAVIGATION LOG

PREPARATION OF NAVIGATION LOGS

The details pertaining to preparation of Nav. Logs and other aspects of

Flight Planning are given in Chapter 16of Part A.

LOGGING OF TIMINGS

Rule 67 & 67 (A) of the Aircraft Rules, 1937 lays down the
requirement of maintaining log books and logs and logging of flight
and sector timings. Rule 67(b) prohibits false entries in the above
documents. The actual departure airborne, touch down and arrival
times are to be logged correctly by all the flight crew.

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17.3.2.1.4 AIRWAYS NAVIGATION

The subject deals with:

a) Guidance on Proper methods of selecting, using, checking and

monitoring the Radio Aids.

b) Need to identify aids and to use all available aids to cross check
the Primary aid and to monitor aids continuously for presence of
warning Hags.

c) During approach and landing all available radio aids should be

used irrespective of type of approach being flown, visual or
instrument.

d) During departure the radio aids be set up in a standard manner so

that Primary aids are set to show the initial track to Pilot Flying
and other aids to confirm this.

e) Standby VOR or second ADF could be set to give immediate

return guidance to takeoff aerodrome.

17.3.2.3 RNAV(AREA NAVIGATION)

Refer Alliance Air PBN Manual

17.3.2.6 RVSM
Refer Alliance Air RVSM Manual

17.3.3 ALTIMETER SETTING PROCEDURES

Phase of Flight Setting of Altimeter

Take off QNH

Climbing through transition alt. 1013.25 hPa (29.92")

Descending through transition level QNH

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The altimeter shall be cross-checked for accuracy before departure

from the setting obtained from ATC. It should read within the
limitation and tolerance as laid down in the aircraft Flight Manual with
reference to the pre-flight altimeter check location. Altimeters shall be
cross checked when changing over from QNH to QNE (1013.2) at
transition altitude and when changing from QNE to QNH on leaving
transition level.

17.3.4 ALTITUDE ALERTING SYSTEM PROCEDURES

a) Altitude alerting system procedures include standard callouts
for altitude alerting during various phases of the flight.
Standard callouts for altitude alerting are given as under

IMC/VMC CALLOUTS

PHASE BY CALL OUT RESPONSE BY

PNF/PF Positive Climb "Gear UP" PF
PNF "Security Altitude "Climb/Power"
2I0Kts" "Clean PF
Config.Confirmed"

CLIMB PNF Transition Alt "Reset and Checked" PF

Altimeter reset
PNF “1000” To “Checked” PF
Assigned

DESCENT PNF “FL 100”

PNF “1000” To “Checked” PF
Assigned

PNF “FL100” “Checked” PF

PNF “Transition level” “Checked” PF

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VFR APPROACHES

1000 ft ABOVE PNF 1000’ ABOVE “CHECKED” PF

AIRFIELD FIELD NO.
ELEVATION SIGNIFICANT
DEVIATION

500 ft ABOVE PNF 500’ ABOVE “CHECKED” PF

AIRFIELD FIELD NO.
ELEVATION SIGNIFICANT
DEVIATION

IFR APPROACHES

1000 ft TO PNF 1000 ft TO “CHECKED” PF

INITIAL INITIAL
APPROACH APPROACH ALT
ALT.

FAF INBOUND PNF OVER(OM/VOR/ “CHECKED” PF

NDB/FAF)
CROSSING
ALTITUDE ON
QNH

1000 ft ABOVE PNF 1000 ft ABOVE “CHECKED” PF

AIRFIELD FIELD
ELEVATION

100 ft ABOVE PNF 100 ft TO “CHECKED” PF

MINIMUM MINIMUM

REACHING PNF MINIMUMS “LANDING/G PF

MINIMUM OING
AROUND”
OR “MDA
CHECKED”

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b) Altitude alerting is also provided by the altimeter equipment. The

purpose of altitude alert function is to alert the crew by activation of a
visual signal and an aural signal when the aircraft is reaching or
leaving the pre selected altitude. Pre selection is achieved through a
rotary knob and the altitude is displayed in white on the first line of the
advisory display unit. The visual signal consists of one amber light
located on each of the two altimeters which illuminate when altitude is
between H + 250 ft and H+1000 FT or between H-250 ft and H-1000
ft. The aural signal consists in a "C" chord signal of 0.75 s duration
which is activated each time the aircraft enters one of the two altitude
/ones defined above.

17.3.5 POLICY AND PROCEDURES FOR IN-FLIGHT FUEL

MANAGEMENT FUEL MONITORING

Fuel distribution and utilization during flight is to be monitored by the

Co-Pilot. In flight fuel checks shall be earned out at top of climb and
thereafter at intervals over check points indicated in the flight plan,
The intervals between two checks shall not exceed 30 minutes. A fuel
check should always be made after any change in cruise level. If it is
necessary to feed all engines from one lank, the cross feed shall be
monitored and the estimated time for completion of cross feeding
should be worked out.

Pilot in Command will closely monitor the fuel and at no stage there
should be any doubt regarding adequacy of fuel on board. If for any
reason shortage of fuel is suspected and there is a doubt about reaching
the destination aerodrome of landing then the pilot should proceed to a
suitable airport keeping in mind the reserve fuel requirement for
holding, approach and landing and taxying at the airport of intended
landing.

17.3.6 ADVERSE AND POTENTIALLY HAZARADS ATMOSPHERIC

CONDITIONS
Adverse weather is an integral part of flight operations. Adverse
weather prevails in one part of AASL network or another at
different times of the year. Adverse weather operations
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encompass those operations conducted in weather conditions

that could result in degradation of take and landing surfaces due
to rain, snow, sleet, other contaminants associated with wet and
cold weather.

Operating techniques applicable to each aircraft, under various

generic adverse weather conditions, exist in flight manuals and
must be adhered to. However, to ensure an enhanced level of
safety, the reinforcement of these operating practices in the
context of the adverse weather with relevant, specific and
mandatory regulatory guidelines is necessary. AASL are to
ensure that pilots are qualified as per Annexure-1 to CAR
Section8 Series C Part-1 prior to undertaking flights into adverse
weather affected regions
17.3.6.1 THUNDERSTORMS
Thunderstorm activity presents several hazards to flight operations,
including turbulence. Wind shear, hail, static electric discharges and
tornadoes. Icing is normally not a problem in flight through
thunderstorm areas because of its localised nature (in the up drafts) and
the rapidity with which the aircraft passes through the icing zones.
A thunderstorm mass is usually composed of several Individual cells,
each of which progresses through the three stages of thunderstorm
development. The cumulus building up stage, the matured stage, and
the dissipating or anvil stage.

During the building stage, the cell is composed entirely of updrafts. It

is a rapidly building cumulus cloud from which no rain is falling and in
which there is no lightning. It is turbulent, particularly at the edges of
the strong updrafts.

The matured stage occurs when the precipitation has grown to the size
and quantity that can no longer be supported by the updraft. It falls
from the cloud and forms a downdraft.

A cell in the matured stage is the most turbulent, as it contains a strong

updraft and downdraft in close proximity.
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It can be identified by the presence of a rapidly building icy trough,

which can tower to 45,000 ft. or higher, by a predominance of clouds
to ground lightning and by heavy precipitation falling from the cloud.
The dissipating stage is reached when the downdraft spreads over the
entire lower portion of the cell. Weak updrafts remain in the upper
portion, and from the anvil top, which in extreme cases may reach
70,000 ft. or higher. The anvil top, though it is characteristic of a
dissipating cell is usually widespread over the thunderstorm mass.

A better identification of a dissipating cell is the widespread area of

light rain, the presence of cloud to cloud lightning; and the absence of
cloud lo ground lightning. Turbulence in a dissipating cell is usually
comparatively lighter.
The least turbulence in a thunderstorm mass is found at times, between
the cells. This space, though cloud filled, may be upto a mile and a half
in width and if it were possible to accurately locate this area, it is
probable that most thunderstorms could be flown with relative ease.
Though the position of this area cannot be determined exactly without
the aid of radar. It is usually found to lie beneath the saddles that
separate the build tips, in less dark areas of the cloud and in the areas
of less lightning.

There is a zone of increased turbulence near the freezing level as both

updrafts and down-drafts are accentuated by the freezing and melting
of water. Flight through thunderstorm areas should be avoided,
especially at levels around freezing level.

The turbulence in a thunderstorm may be strong enough to force an

aircraft several thousand feet upwards or downwards. Updrafts
accelerate lo a maximum speed around the middle third of the cloud,
and it is within this area that turbulence is greatest. Downdrafts start
approximately one-third the way down the cloud and accelerate to
almost ground level. The earth surface then causes the down draft to
spread out laterally causing areas of violent wind shear. Flight in the
lower two thirds of thunderstorms is extremely hazardous should be
avoided at all times.

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THUNDERSTORM AVOIDANCE
Aircraft is required to be kept clear of thunderstorm cells by at least: -
10 NM. when OAT is warmer than freezing. 15NM. when OAT is
cooler than freezing. 25NM.when at or above 25.000 ft.

17.3.6.2 FLIGHT IN ICING CONDITION

De-icing and anti-icing equipment on Company aircraft is not intended
to permit extended operation in other than light/moderate icing.
Instead, they are aids to be used only when conditions warrant. No
flight is cleared or is to be intentionally operated in an adverse icing
condition based solely on intended use of this equipment.

17.3.6.2.1 ICING INTENSITY

TRACES OF ICE

An ice accumulation of no consequence, which does not effect the

performance of the aircraft, but should be reported by pilots for
meteorological purposes {for dispatch purposes considered as non-
icing condition).

LIGHT ICE

An icing condition which can be handled safely by the normal

functioning of the aircraft's de-icing or anti-icing equipment. On
encountering light ice it is assumed that the aircraft can be flown
indefinitely provided de-icing or anti-icing equipment is used.

MODERATE ICE

This is an icing condition approaching an adverse icing condition

which the aircraft's de-icing or anti-icing equipment will safely-handle
but which for practical purposes can be considered a signal to the pilot
that it is time to alter the flight path so as to avoid operation in that
condition.

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SEVERE ICE

An adverse icing condition which de-icing or anti-icing equipment

cannot safety handle. On encountering severe ice, the Pilot shall
change altitude or course or return to a suitable airport and land, in as
much as to continue under this condition of icing would render the
aircraft un-airworthy.

17.3.6.2.2TYPE OF ICE
RIME ICE

Pure Rime hard porous, whitish opaque ice consisting of small grains,
air space, and frost-like crystals.

CLEAR ICE

A hard clear ice; solid

MIX ICE

A mixture of rime and clear.

17.3.6.2.3AIRCRAFT MAY NOT OPERATE

a) When there is moderate or heavy freezing rain or heavy freezing
drizzle reported.

b) When frost, sticking snow, or ice is coating the wings, control

surfaces of the aircraft, or is adhering to any other part of the
aircraft structure which the Commander believes will adversely
effect its performance.

c) After being de-iced and taxiing to the runway, just prior to

entering the runway for . or just prior to initiating the roll, the
Commander must assure himself by whatever means available,
that the aircraft is free of dangerous ice, snow or frost formations.
If he cannot ascertain that the aircraft is clean, should not be
attempted.

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d) Taxi, and landing are not permitted on any surface where braking
action is reported as "NIL".

17.3.6.2.4 AIRCRAFT MAY OPERATE

a) When in the opinion of the Commander the snow on the surface of
the aircraft is of such consistency that it will dissipate or blow off
during taxiing or the immediate start of the run.

b) When light freezing rain, light or moderate freezing drizzle, or

light moderate or heavy snow is falling, the aircraft may provided
it is prepared in accordance with de-icing procedure of the
Maintenance Manual and operated in accordance with winter
operation procedures of the applicable Aircraft Flight

If APU. or engine(s) are running and de-icing fluid is to be applied,

ground personnel will advise the flight crew so that flight crew can
follow the Flight Manual Adverse Weather Operation Procedures for
de-icing. Ground Personnel will subsequently advise the flight crew
when de-icing is completed so that normal systems operations can be
resumed.

When there is a delay after de-icing and before , the Commander must
decide whether additional dc-icing is required. The following factors,
which affect de-icing should be considered when making that decision.

(i) Ambient temperature and aircraft surface temperature. The colder

these temperatures, the shorter the protection period.

(ii) Precipitation type and rate. Freezing rain will degrade protection
faster than dry snow

(iii) Relative humidity. High humidity increases frost accumulation

rate.

i) Operation near other aircraft, equipment and structures. Jet blast

and blowing snow will degrade the protective de-icing fluid film

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17.3.6.3 TURBULENCE
Areas of significant turbulence are normally found in and near
thunderstorms, in regions of strong wind or temperatures shear or in
sharp trough lines and mountain waves. Flight in such regions should
avoid turbulence using the following procedures:

Plan a deviation from course or altitude around areas of significant

turbulence. If deviation from course and altitude is not possible and the
area of turbulence must be penetrated, follow procedures laid down in
FCOM/FCTM.

If ATC cannot approve a requested change in route or altitude, then in

conditions of severe turbulence the Commander may use his
emergency authority and select such courses and altitudes as he
considers necessary for safety. Use of emergency authority must be
immediately reported to ATC.

When entering areas of known turbulence the "Fasten Seat Bell"' sign
must be switched "On" well in time.

Before turbulence penetration the Flight Crew will fasten shoulder

harnesses. The pilot will determine the best penetration altitude and
heading, establish target penetration speed, set thrust to hold target
speed, use engine ignition, use the auto-pilot to best advantage (if auto-
pilot is off maintain yaw damper on).

In case of severe turbulence the pilot should, in addition to the above,

turn the altitude hold off if the autopilot is being used. If the auto-pilot
is off, leave the stabilizer in the level flight trim setting and use
moderate elevator forces to resist pitch changes. Use ailerons as
necessary to maintain wings level. Stalling speed increases with Bank
Angle and the margin between stall and Mach buffet will be reduced.

HOLDING IN TURBULENCE
Holding in turbulence with Flaps extended requires a greater protection
against stall than normal maneuvering speeds provide. Therefore, if
turbulence is encountered while holding, the aircraft should be
accelerated to a speed that is close but does not exceed the flap placard
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speed. If turbulence intensifies lo a degree where turbulence more than

moderate may be encountered. It is recommended that holding be made
with flaps up at the turbulence penetration target speed. In this case,
ATC should be informed.

SEVERE TURBULENCE REPORTING

Pilot shall report all encounters with severe turbulence in PDR for
maintenance action.

CLEAR AIR TURBULENCE (CAT)

High level clear air turbulence is potentially hazardous to the safety of
the aircraft as it's presence cannot normally be detected before it is
encountered.

RULES OF THUMB FOR CAT. AVOIDANCE

Jet streams stronger than 110 Kts (at the core) are apt to have areas of
significant turbulence near them in the sloping tropopause above the
core, in the jet stream front below the core, and on the low-pressure
side of the core. In these areas there is frequently strong wind shear.

On charts for standard isobaric surface, such as 300 Mb, if 20 Kts.

Isotachs are spaced closer together than 60 NM, there is sufficient
horizontal shear for CAT. This area is normally on the poleward (low-
pressure) side of the jet stream axis, but in unusual cases, it may occur
on the equatorial side.

CAT is also related to vertical shear, from the winds aloft charts or
reports, compute the vertical shear in Knots per thousand feet. If it is
greater than 5 Kts per thousand feet, turbulence is likely. The spacing
of isotherms on an upper air chart is significant, if the zero degree
isotherms are closer together than two degrees of latitude there is
usually sufficient vertical shear for turbulence. Curving jet streams are
more apt to have turbulent edges than straight ones, especially jet
streams that curve around a deep pressure trough. Wind shifts
associated with pressure troughs are frequently turbulent. Pressure
ridgelines also have rough air.

RULES OF THUMB FOR MINIMISING CAT EFFECTS

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In an area where CAT has been reported or forecast it is suggested that

pilot should adjust the speed to fly at the recommended rough air speed
on encountering the first ripple. In areas where moderate or severe
CAT is expected, it is desirable lo adjust the air speed prior to
encounter.

If jet stream CAT is experienced with direct head or tail winds, a

change of flight level or course can be initiated since these areas of
turbulence are shallow and narrow and get elongated with the wind. A
turn to the right in the northern hemisphere and to the left in the
southern hemisphere, places the aircraft in more favorable winds. If a
turn is not feasible due to airway restrictions, a climb or descent to the
next flight level will usually find smoother air.

If jet stream CAT is encountered in a crosswind it is not important to

change course or flight level since the rough areas are narrow across
the wind However, if it desired to traverse the CAT area more quickly,
either climb or descend after watching the outside temperature.

If temperature is falling, descend, if rising climb, if the temperature

remains constant, the flight is probably close to the level of the core, in
which case cither climb or descend, as convenient. Application of these
rules will prevent following the sloping tropopause or frontal surface
and staying in the turbulent area.

If turbulence is encountered in abrupt wind shirt associated with a

sharp pressure trough line, establish a course across the trough rather
than parallel to it. A change in flight level is not likely to alleviate the
Dumpiness. If turbulence is expected because of penetration of a
sloping tropopause, watch the temperature gauge, The point of coldest
temperature along the flight path will be the tropopause penetration.
Turbulence will be most pronounced in the temperature change /one on
the stratospheric side of the sloping tropopause.

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17.3.6.4 WIND SHEAR

17.3.6.4.1 LOW LEVEL WIND SHEAR
It is not important that the pilot identify wind shear as such, but that
he/she stabilizer cockpit indications, which signal a change in vertical
flight path performance. Wind shears are more threatening below 500
ft. At these low altitudes there is very little time or altitude available to
respond to and recover from an inadvertent encounter. Horizontal
wind shear may improve or degrade vertical flight path performance.
Improved performance will first be indicated in the cockpit by
increasing air-speed. This type of wind shear is not dangerous in itself
but may be followed by a shear that will decrease airspeed and degrade
aircraft performance momentarily.

Decreasing airspeed results when the wind is changing faster than the
aircraft can accelerate. A decreasing airspeed is followed by a

decrease in pitch attitude as the aircraft tries to maintain the last trim
speed. The combination of decreasing speed produces a high sink rate.
Unless this is countered by the pilot a critical flight path control
situation can develop very rapidly. Only about 5 to 10 seconds are
available for stabilizer a degrading vertical flight path and resolving
the situation. The most effective tools for changing flight path
directions are pitch and thrust. Pitch and thrust must be increased
immediately to ensure the best climb performance. Unusual control
column forces may be required to maintain or increase pitch attitude
when airspeed is below the trim speed. If unusual Control forces are
required to maintain the aircraft within the stipulated flight path the
Crew should be alerted to a possible wind shear encounter.

17.3.6.4.2 CREW ACTION

Crew actions are divided into three areas:- Avoidance. Prevention and
Recovery.

17.3.6.4.3 AVOIDANCE
Flight crew should search for any clues to the presence of low level
wind shear along the intended flight path, such as Pilot Reports, low
level wind shear alerting system (LLWAS) warnings, thunderstorms,

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Virga inversion layers etc. and take action to avoid low level wind
shear.

17.3.6.4.4 PREVENTION
Use maximum thrust instead of reduced thrust. If practical, use the
longest suitable runway. Do not use the FD for suspected wind shear
condition, unless the FD is certified to have wind shear handling
capability. The attitude indicator is the primary reference for pitch
attitude.

Be alert for airspeed fluctuations during and initial climb. Such

fluctuations may be the first indication of wind shear. Control column
forces may be different from those expected during the normal,
specially if the airspeed is below the trim speed. Higher than normal
attitudes may be required to lift off. Stick shaker must be respected at
all times. Once stick shaker is activated, pitch attitude should be

reduced just enough to silence the stick shaker. Flight with intermittent
stick shaker may be required to keep the aircraft climbing. Crew
coordination and awareness is very important. Closely monitor vertical
flight path instruments such as vertical speed and altimeters. The pilot
not Flying should be specially aware of vertical flight path instruments
and call out any deviations from normal. Above 500 ft. AGL, pitch
altitude adjustments are acceptable to assist in controlling air speed if it
does not re-introduce the terrain contact threat. Use whatever means
are available in the cockpit that might alert you to the presence of wind
shear, including visual clues, pilot reports and flight instrument
indication. Select the minimum landing flap position consistent with
the field length and add an appropriate air speed wind correction.
Avoid large thrust reductions or trim changes in response to sudden air
speed increases.

Use of Auto-Pilot may provide more monitoring and recognition time.

Unless the flight director has wind shear handling capabilities do not
follow flight director commands once the shear is encountered.
Vertical flight path instrument displays are the primary reference for
vertical flight path control.

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17.3.6.4.5 RECOVERY
The following action should be taken when preventive action is not
successful, or wherever flight path control becomes marginal below
500 ft. AGL. The flight Crew must make the determination of marginal
flight path control using all the information available in the cockpit.
This determination is subjective and based on the pilots judgment of
the situation. As a guideline marginal flight path control may be
indicated by uncontrolled changes from normal steady state flight
conditions in excess of: 15 Kts indicated air speed, 500 FPM vertical
speed, 5 degree pitch attitude, I dot displacement from the glideslope.
Accomplish the following procedures simultaneously without delay
during wind shear encounters below 500 ft.

• Disengage the auto-throttle and aggressively position thrust

levers forward to ensure maximum rated power.
• Disengage the autopilot and rotate smoothly at a normal rate
towards the target pitch attitude. Stop rotation immediately if
stick shaker or buffet should occur stick shaker may occur at
any pitch attitude if very severe wind shear is encountered.
• Check vertical speed and attitude. If the aircraft is descending,
adjust pitch attitude smoothly and in small increments to stop
the descent. Always respect stick shaker and use intermittent
stick shaker as the upper limit for pitch altitude if required to
arrest a descent rate.

Control column forces required to control pitch attitude vary for

different aircraft and a nose up pitching tendency is exhibited by
aircraft with undenting mounted engines, when thrust is applied.

Do not attempt to regain last air speed until terrain contact is no longer
a factor. Also, do not change flap or gear configuration unless the
vertical flight path is under control.

17.3.6.4.6 PILOT REPORT

Aircraft equipped with inertial or other suitable navigational system
and encountering wind shear shall report the wind direction and speed
and the height at which they were observed.

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Aircraft not equipped with inertial or other suitable navigational

equipment shall report the loss/ gain of air speed and the height at
which it was encountered.

17.3.6.5 JET STREAM

Jet Streams observed over India are of three types.

a) Sb-Tropical Jet Stream: This jet stream is observed over Indian

regions from the month of October till April. They are also called
Westerly Jet Streams. The maximum winds observed are of the
order of 150kt to 200kt. The southern Limit of Jet Streams over
India is Jodhpur. Latitude during month of February. The main
hazard associated with it is wind shear, which can lead to CAT or
Turbulence in high clouds. The wind shear is more severe towards
North of Jet Stream as compared to south of Jet Stream.

b) Easterly Jet Stream: This Jet Stream is observed over India during
sw-monsoon period. Easterly winds of the order of 60-70 k are
observed over India Latitudes (10° N to 20° N) at an height of 6-8
km.

c) Low Level Jet Stream (LLJ): these are high speed winds appearing
in the lower levels between 3000' to 10,000'. LLJ is often over
Peninsula in the sw-monsoon current. Low level wind shear over
coastal area of Western Ghats is a common phenomenon during
sw-monsoon.

17.3.6.6 VOLCANIC ASH CLOUDS

17.3.6.6.1 FLIGHT OPERATIONS IN VOLCANIC ASH
Flight in areas of known volcanic activity must be avoided. This is
particularly important during hours of darkness or daytime instrument
meteorological conditions when volcanic ash/dust may not be visible.
The weather radar is not designed to detect volcanic ash and cannot be
relied on to do so. Volcanic ash may extend for several hundred miles.
If volcanic ash is encountered, exit as quickly as possible. A 180-
degrcc turn may be the shortest distance out of the ash.

The presence of volcanic ash may be indicated by:

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• Smoke or dust appearing in the cockpit. An acrid odor similar to

electrical smoke.

• Multiple engine malfunctions, such as stalls, increasing EGT,

torching from tailpipe, flameout, etc.

• At night. St. Elmo's lire/static discharges observed around the

windshield, accompanied by a bright orange glow in the engine
inlets.

Volcanic ash can cause rapid erosion and damage to the internal
components of the engines. Volcanic ash buildup and blockage of the
high pressure turbine nozzle guide vanes and the high pressure turbine
cooling holes can cause surge and loss of thrust. Retarding thrust lever
to idle will lower the EGT and reduce the debris buildup on the turbine
blades and improve the engine stall margin. Further improvement in
engine stall margin can be obtained by increasing the bleed air
extraction through operation of the engine and wing anti-ice systems. It
may become necessary to shutdown and then restart engines to prevent
exceeding EGT limits. If an engine fails to start, repeated attempts
should be made immediately. A successful engine start may not be
possible until the engine is out of the volcanic ash and the airspeed and
altitude are within the air start envelope. Engines are very slow to
accelerate to idle at high altitude, which may be interpreted as a failure
to start or as an engine malfunction. Volcanic ash may block the pilot
system and result in unreliable airspeed indications. Volcanic ash is
very abrasive and can cause serious damage to the airplane engines,
wing and tail leading edge surfaces, windshields, landing lights, etc.
Volcanic ash can cause all of the windshields to become translucent,
obstructing vision. If this condition should occur, on airplanes with
auto land capability, a diversion to an airport where an auto landing
can be made should be considered. Due to erosion damage to the
landing lights, landing light effectiveness will be significantly reduced.
As per the requirements of ICAO Annexure 6 Part I, the encountering
of the volcano activity is to be notified to the ATC as early as possible.

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17.3.6.6.2 PILOTS SHALL REPORT TO ATC AS EARLY AS POSSIBLE

IN CASE
a) Volcanic ash cloud is observed or encountered

b) Volcanic activity or volcanic eruption is observed.

17.3.6.7 HEAVY PRECIPITATION

The main operational hazards caused by heavy precipitation are:

a) Poor visibility at airports during departures and arrivals.

Weather conditions are likely to deteriorate below aerodrome operating minima

at airports not having precision approach procedure. Pilots should take
necessary actions to delay the arrival at the airport having visibility conditions
below minimum.

i) By appropriately descending at comparatively lower speeds.

ii) By leveling of at an intermediate level.

b) Wet/Contaminated runway conditions.

It would be prudent to delay the departure in case runway is contaminated with

standing water. The design of the runway normally ensures drainage of the
water within a reasonable time after the rain has stopped. In case operational
requirements warrant from runway standing water maximum takeoff weight
capability must be reduced for runway contamination as per procedures outlined
in respective AFM/FCOM for landing on runway with standing water, it must
be ensured that adequate safety margins are available after considering the
penalties on stopping distances on account of contamination of runway also,
pilots are to exercise caution lo safeguard against the risk of aqua planning.

c) Pilots are cautioned during approach in heavy precipitation to be

mentally prepared to execute a Missed Approach Procedure well
in time in case weather conditions deteriorate below the minimum
specified or it is not considered sale to continue the approach.

d) Serviceability of wind screen wipers must be checked as laid down

in SOP's and when flights in precipitation is anticipated. Wind
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screen wipers must be considered by flight crew well in time

during operating in periods of precipitation

e) Flight crew should be aware of the visual illusion while making an

approach & landing during precipitation.

17.3.6.8 SANDSTORMS
These usually occur over Northern India i.e. Rajasthan and Northern
Plains during hot weather season. The hazards associated are low level
turbulences and poor visibility.

17.3.6.9 MOUNTAIN WAVES

When an air stream with suitable stability conditions and wind profile
strikes a mountain range, the wind stream over and on the lee of the
range forms a train of waves extending vertically to a great height and
horizontally downward to considerable distance. The main aviation
hazards are:

a) Strong updrafts and downdrafts

b) Turbulence , often severe, extending to great heights.
c) Unexpected winds of large magnitude
d) Increase in frequency and intensity of icing,
e) Errors in pressure altimeter.

17.3.6.10 SIGNIFICANT TEMPERATURE INVERSIONS

Significant 'Temperature Inversion may occur upto few thousand feet
above the terrain during winters and over the desert area during night
time. Aircraft departing and arriving at airports having severe
temperature inversions are likely to encounter turbulence at altitudes of
transition between inversion and lapse rate. Pilots are to ensure that the
engine limitations in terms of maximum power settings are not
exceeded on account of increase of temperature at progressively higher
altitude. Fog conditions at airports especially near coastal areas may
be experienced during temperature inversion conditions.

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17.3.6.11 MONSOON OPERATIONS

Before the onset of monsoon every year, it would be prudent to review
adverse weather operations in terms of airmanship so as to enhance
safety while Flying in inclement weather conditions. There is

always an element of risk in adverse weather conditions and a

professional approach to risk assessment and management is to be able
to reduce it to acceptable levels. A professional pilot is one who takes
pains to report to Flight Despatch early enough so as to visit the Met
office and to obtain weather briefing from the Duty Met Officer so as
to obtain a more graphic and clear cut prognosis of the enroute
weather. Given below are the Operational and Engineering aspects of
safe Monsoon flying

OPERATIONAL ASPECTS

Pre Flight

• Check the destination weather as well as enroute and alternate

weather. It is prudent to have more than one alternate within the
aircraft's fuel range so as to have a wider choice in terms of
diversion.

• Observe wet runway limitations. Strictly adhere to company filed

weather minima.

• Both pilots must be present for pre flight briefing and carry out pre
flight inspections.

• During pre flight inspection, the condition of the tyres requires special
attention. If a tyre is worn out or has bald patches, it needs to be
changed before departure from a major base. At enroute stations, the
pilot and engineer will decide on the serviceability of the tyre. The
fight crew in such a case must be alert and be able to stabilize the
symptoms of an onset of aquaplaning and an immediate corrective
action must be taken once aquaplaning has commenced.

• Windshield wipers on both sides must be serviceable.

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• Serviceability of the Rain repellent system though not

mandatory, is desirable and maintenance will make every effort to
ensure that it is serviceable.

• Anti icing and de icing must be serviceable.

• Thrust reverser (for CRJ700) and Anti-skid systems must be

serviceable.

• Fuel planning is crucial during Monsoon operations. however

carriage of unnecessary extra fuel shows poor planning and
airmanship. Weather Radar must be serviceable Air Safety
instructions on Ground Proximity Warning System (GPWS)
response should be meticulously followed

In-flight

• Taxi at a slow speed so that the aircraft is under-control. While

making turns on a wet runway, abrupt inputs to the tiller can cause
the nose wheel lo aquaplane.

• All take offs must be in accordance with Standard Instrument

Departures when applicable. No intersection or tailwind s are
permitted unless adequate performance margin exists.

• Bird activity increases during Monsoon season and. therefore,

necessary precautions must be taken in this regard.

The Weather Radar is for detection and avoidance of turbulent weather

and it is not meant for penetration, The company policy for
thunderstorm avoidance is given in Part A para 17.3.6.1

• Do not hesitate to hold for improvement in weather if fuel is

permitting, however once a diversion has commenced, do not be
tempted to return back to the destination airfield if the weather has
improved marginally.

• Full instrument Approach Procedure must be carried out.

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• Do not violate landing minima.

• A "Go-around' is the best option if the approach is unsuccessful or

unsatisfactory.

•No Pilot should be allowed to operate flights to Dimapur, Silchar. Guwahati,

Imphal, Agartala, Dibrugarh in the North-east region, unless he / she has been
properly checked and cleared by a Senior Cheek Pilot / Instructor / Examiner.

Auto brakes are to be used for landing in the appropriate mode

i) When the approach speed is high, like single engine landings, flapless
landings, flap asymmetry, jammed Stabilizer, loss of System "A"
etc.(Abnormal Landing)

ii) When the landing runway is wet.

iii) When runway length is less than 6,000 feet

Bird Menace during Monsoon Operations

The following airfields have been identified as high risk for bird hits during
Monsoon conditions.

a) Mumbai

b) Jaipur

c) Jammu

d) Jodhpur

e) Udaipur

f) Aurangabad

g) Delhi

h) Kolkata

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i) Ahmedabad

j) Patna

k) Khajuraho

l) Vizag

Bird Avoidance Strategy

• The aircraft speed shall be restricted to 250 Kts below 10,000 feet
unless the safe operation of the aircraft dictates a higher speed.

• A takeoff shall not be commenced if birds are seen on the runway

or on the takeoff flight path. Assistance of the ATC should be
requested to clear the runway of birds or, if possible use another
runway if available.

• During a landing approach, if birds are seen on the runway, the

approach should be discontinued.

During the landing roll, if birds are seen on die runway and the runway
length is not limiting, a judicious use of reverse thrust operation is
recommended.

Keep clear of flocks or individual birds and do not fly close to them.
Use appropriate external lights for landing and takeoff.

In case of a bird strike incident, it is mandatory to complete the Bird

Strike Incident Report Form which is available with Flight Despatch
and is also kept on board the aircraft.

Birds are sensitive to radar microwaves. This radiation is effective for

bird avoidance. It is recommended that the Weather Radar be kept on
during takeoff, climb, approach and landing.

Keep away from the base of convective clouds as soaring birds fly in
the thermals below them.
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Do not take violent evasive action near the ground, after takeoff and on
short finals.
• Birds when frightened lend to dive and the safest maneuver is to
cither alter the course of the aircraft or increase the climb rate if a
collision is imminent.

• When birds are not observed in lime and a strike is likely to occur in the
cockpit area, pilots should duck their heads below the level of the
windscreen.

• If the relative angle of the flight path of the aircraft and the bird does not
change, a bird strike is likely.

During takeoff, if birds are observed beyond the runway shoulder, the
direction of the wind should be kept in mind, as birds always takeoff and land
into the wind.
Engineering Aspects
It is desired that the following should be ensured during monsoon weather
conditions

• Weather Radar system should be serviceable. Ensure that radomes are in

good condition and their drain holes are clear.

• Windshield wiper system should be checked for serviceability in all

respects.

• Sliding windows should be correctly adjusted to avoid water seepage into

the cockpit.

• As far as possible all aircraft doors and sliding windows should be kept
closed.

• Thrust reverser system and antiskid system should remain serviceable.

• Fuel tank sump draining must be carried out as per their schedules lo avoid
water contamination of fuel and particular care should be taken during
refueling and night stoppage.

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• Pilot heater should be serviceable and drain traps should be free from water
contents.

The aircraft should not be accepted/released under M.E.L. if any snag/defect is

observed/reported on the above systems during monsoon period.

17.3.7 WAKE TURBULENCE

The term "wake turbulence" is used in context to describe the effect of the
rotating air masses generated behind the wing tips of large jet aircraft.

CATEGORIZATION

• HEAVY All aircraft types > 136,000 kgs.

• MEDIUM Aircraft types < 136,000 and > 7000 kgs.

• LIGHT Aircraft types < 7000 kgs.

To cater for wake turbulence the following increased longitudinal separation

minima is applicable to departing aircraft:

a) Two minutes between a LIGHT or MEDIUM aircraft taking off behind a

HEAVY aircraft or a LIGHT aircraft taking off behind a MEDIUM aircraft
when the aircraft are using:

- The same runway ;

- Parallel runway separated by 760 meters.

- Crossing runways if the projected flight path of the second aircraft will
cross the projected flight path of the first aircraft at the same altitude or
less than 300 meters (1000 ft.) below.

- Parallel runways separated by 760 m or more, if the projected flight path

of the second aircraft will cross the projected flight path of the first
aircraft at the same altitude or less than 300 m (1000 ft.) below.

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b) 3 Minutes between a LIGHT or MEDIUM aircraft taking off

behind a HEAVY aircraft or a LIGHT aircraft when taking off
behind a MEDIUM aircraft from

An intermediate part of the same runway:

An intermediate part of the parallel runway separated by less than 760

m. All wake turbulence encounters shall be reported to ATC.

17.3.8 CREW MEMBERS AT THEIR STATIONS

The Commander shall always occupy the aircraft left seat and the Co-pilot the
right seat. However, Co-pilots doing command training are permitted to occupy
the left seat when flying with Training Captains during Route Checks and when
undergoing line operating experience.
Flight Crew required to be on the flight deck shall be at their "stations" during
the critical phases of flight. They shall also remain at their "stations" during
cruise except when their absence is necessary in connection with the operation
of the aircraft or for physiological needs. No flight crew will leave his/her
station during the flight without the permission of the Commander. In giving
such permission, the Commander shall ensure that at least one Pilot remains in
control at all times. Whenever the commander leaves the flight Deck for any
reason , he/she will instruct the Co-pilot on how the flight is to be conducted in
his/her absence. The Co-Pilot shall be in charge of the aircraft and shall remain
at his/her station until the Commander returns and resumes command.

Above flight level 250 during cruise, if one pilot leaves his station for any
reason the remaining pilot at the control shall don and use his oxygen mask until
the other pilot returns.
Whenever any Pilot leaves the flight deck for any reason,one of the cabin crew
shall be asked to come into the flight deck till the pilot returns to flight deck and
the cockpit door will be kept closed and locked until the pilot returns to the
cockpit. Each pilot shall advise the other if any changes are made in the
selection of radio communication and navigation frequencies.
Cabin Crew shall be at their stations for take off/landing and whenever they
have been instructed by the Commander.

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17.3.8.1 USE OF SEAT BELT/HARNESS

17.3.8.1.1 The Pilot-in-Command is to ensure that passengers and crew are
seated and strapped during take off and landing and when the seal belt
sign is "ON". However, this responsibility has been entrusted with the
Senior Cabin Crew on board.

17.3.8.1.2COCKPIT CREW
Flight Crew shall keep their seal bell fastened when at their "station".
The harness shall be worn for take off, landing and in turbulence.

17.3.8.1.3 CABIN CREW

The Cabin Crew shall keep their seal belt/harness fastened during take
off, landing and whenever the Pilot-in-Command so directs. The
Commander shall make a suitable announcement for them to occupy
their "stations" before take off/ landing and when he wants them seated
with the seat belt fastened.

Commanders are advised not to be hesitant in the use of "Fasten Seat

Belt' sign when turbulence is anticipated. Cabin Crew should also be
advised of the cause of turbulence, expected duration and probable
intensity.

17.3.9 USE OF SAFETY BELTS FOR CREW AND PASSENGERS

BRIEFINGS, INSTRUCTIONS
The Passengers are required to fasten their seat belts prior takeoff,
landing and whenever the fasten seat belt sign is switched, "ON".
Cabin Crew shall ensure compliance of this requirement Any non-
compliance by the passengers shall be brought to attention of the
Commander. The Cabin Crew should politely request the passenger to
fasten his/her seat belt and explain requirement of doing so they shall
not argue with the passengers

The senior most cabin crew shall ensure proper briefing to passengers,
instructions if any, through announcement demonstration on board the
flight. The announcements contained in the booklet and should be

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made at the appropriate time, The passengers should be briefed mainly

on the follow through announcement and demonstration:

a) For fastening and unfastening of the seat belts.

b) Emergency exits(doors and windows)
c) Donning and usage of oxygen masks
d) Usage of life jacket
e) No smoking & non consumption of alcohol on board
f) To advise passengers that the safety information cards placed
in the seat pocket and study them carefully.

17.3.9.1 FASTEN SEAT BELT SIGN

The Fasten Seat Belt sign shall be kept "ON" for all ground operations.
taxiing, landing and below 10,000'.The Pilot in -Command has a
discretion to switch "ON" the fasten seat belt sign any time during the
flight.

Whenever the sign is "ON" the senior cabin crew shall check with the
Commander if they can continue normal cabin service. Cabin crew are
permitted to carry out normal cabin duties whenever the Seat Belt Sign
is switched "ON" procedurally and authorised by the Commander to do
so.

Passengers should not be permitted to move in passenger cabin and the

seat belt sign should be kept 'ON' during the climb and
descent/approach phases for flights from /to Delhi.

Whenever turbulence moderate or severe is anticipated/Encountered or

in conditions of abnormal operations, the Commander shall switch
"ON" the Fasten Seat Belt sign and make an appropriate announcement
for all passengers and cabin crew to fasten their seat belts. It is the
responsibility of the senior cabin crew to ensure that all passengers and
cabin crew are seated and their seat belts fastened. The cockpit
announcement shall be enforced by a Cabin PA announcement.

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The fasten Seat Bell sign does not preclude the cabin crew from taking
any action that may be required for the safety of the passengers or in an
emergency.

Whenever turbulence is anticipated/encountered the aircraft shall be

flown as near as possible to the recommended turbulence Penetration
speed.

17.3.10 ADMISSION TO FLIGHT DECK

In accordance with DGCA instructions for the purpose of securing the
safely of the aircraft operation, no person shall enter the Might
Deck/Cockpit and occupy the Jump Seat of any Company aircraft
during its flight time without the permission of the Pilot-in-Command.
The following are permitted the Cockpit entry:

1. A crew member; or

2. An officer of the Civil Aviation Department, or India

Meteorological Department, authorised by the Director General of
Civil Aviation to perform official duties in the cockpit of the
aircraft; or

3. An officer in the Ministry of Civil Aviation of the rank of Joint

Secretary and above who by virtue of his functions may enter the
cockpit for inspection; or

4. (a) An employee of the aircraft operator who has the permission

of the pilot-in-command and whose duties are such that his entry
into the cockpit is necessary for safe operation of the aircraft; or

(b) Officials of the airline who have been deputed for

familiarisation of flight for better practical understanding and
knowledge of the functions of the instruments used in the cockpit,
provided prior permission has been obtained from the pilot-in-
command; or

(c) A duly authorised representative of the manufacturer of the

aircraft who is required to observe the techniques used by the

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pilots and monitor the instruments provided prior permission of

the pilot-in-command has been obtained for such entry; or

(d) Any other person authorised by the Director General of Civil

Aviation, if so considered expedient by him.

5. Any crew member scheduled as Supernumerary or as Additional

Crew Members.

17.3.10.1 COCKPIT ENTRY

The Captain must ensure complete elimination of access from cabin to
the cockpit except for crew members and authorised personnel and any
other person with the permission of the Captain. The door between the
cabin and cockpit must be kept locked during flight.

If a pilot has to vacate the cockpit inflight, he must position a cabin

crew inside the cockpit for the duration for his absence. There should
be no single pilot occupancy in the cocpit at any time during the flight.

When it is necessary to enter the cockpit, the Cabin Crew must obtain
permission of the commander as per the procedure given below :

The commander of flight will decide the secret code on all flights on
critical sectors and this code is circulated to all crew members on board
before commencement of the flight.

The code will be used by cabin attendants on intercom in normal

situation for cockpit entry. The cockpit crew would identify the cabin
attendant by the code & would open the cockpit door accordingly.

In situation of unlawful interference on board the cabin attendants

would not use this code on intercom, and would instead follow the
normal protocol of addressing the cockpit crew by captain / Sir as may
be .This would help the Cockpit crew to identify the situation of
unlawful interference and follow there upon the established
recommended procedure for such a situation of unlawful interference
on board.

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17.3.10.2 COCKPIT DOOR

On all passenger flights the cockpit door shall be kept closed and
locked during all phases of flight. The cockpit door may be opened
when necessary for crew member(s) in the performance of duties or
other person(s) authorized admission to flight deck. If there are no
passengers on board such as ferry flights, the cockpit door may be kept
open all the times.

17.3.10.3 USE OE HEAD SETS AND LENSES

The headsets/earphones and boom mikes, shall be worn and adjusted
correctly. It is mandatory that headsets/earphones are used from
Startup to Top-of-Climb and from 'Top -of-Descent to Shut-Down.
Speakers may be used in cruise and their volume kept at the level
where it does not interfere with normal cockpit communications.

A flight crew member assessed as fit to exercise the privileges of a

licence, subject to the use of suitable correcting lenses, shall have a
spare set of the correcting lenses readily available when exercising
those privileges

17.3.10.4 CRITICAL PHASES OF FLIGHT (STERILE COCKPIT)

Critical phases of flight are defined as all ground operations from "start up to
shut down" and all other flight operations conducted below 10,000 ft. except
cruise flight.

a) No crewmember shall engage in any activity in the critical phases of flight,

which could distract the other flight crewmember from the performance of
his/ her duties. In an emergency and if the situation so warrants the
Commander has the authority to deviate from these rules and initiate any
action in the interest of sale operation.

b) No person shall enter the cockpit in the critical phases of flight unless
permitted by the Commander.

c) The Seat Belt Sign shall be kept "ON" during the critical phases of flight.

d) Activity prohibited during critical phase of flight

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i) Reading material not related to proper conduct of flight,

ii) Paperwork not related to safe operation of flight

ii) Engaging in non-essential conversation within the cockpit and

non-essential communication between the Cockpit and Cabin
Crew.

iv) Eating meals.

v) Announcement to passengers promoting the Airline or

pointing out sites of interest.

vi) Non-operational communication.

17.3.11 USE OF VACANT CREW SEATS

The following may be permitted to occupy vacant crew seats with the
prior approval of E.D (A.O)

a) Flight crew may be permitted to occupy vacant observer seat in

the cockpit as ACM / Supernumerary .

b) AME / Technicians may be permitted to occupy vacant seat in the

cockpit as supernumerary.

c) Personnel who are conversant with on board safety equipment and

procedures may be permitted to occupy vacant cabin crew seat if
any.
17.3.11.1 The Observer seat in the cockpit may be requisitioned by an Officer
of DGCA so authorised by the Director General to undertake :

a) Enroute examination and inspection of the work of a Flight Crew

Member

b) Inspection of the maintenance facilities at the enroute or terminal

stations

c) Inspection of the operation of an aircraft or of its equipments

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d) Such other examination as may be necessary for the purpose of

securing safety of aircraft operation

17.3.12 INCAPACITATION OF CREW MEMBERS

Pilot incapacitation can occur in all age groups and during any phase of
flight. Incapacitation may be either obvious or subtle, so it is important
to remain alert for cither. If the cockpit is managed in a disciplined
manner in compliance with operating procedures, then a procedural
deviation might very well be the first indication of pilot incapacitation.
Obvious incapacitation is generally easy to detect and more likely to be
of a prolonged nature. Subtle incapacitation is considered a more
significant operational hazard because it may go undetected.

17.3.12.1 TWO VERBAL COMMUNICATION RULE

When a flight crew member does not respond normally or
appropriately to two verbal communications, incapacitation should be
suspected. Incapacitation should also be suspected if a crew member
does not respond to any verbal communication associated with a
significant deviation from the intended flight path. Following action is
to be taken in case of pilot incapacitation.

a) Assure a safe condition of flight.

Take control of the aircraft, use the auto-pilot. Check position of all
essential controls and switches. Restrain the crew member in the seat
and slide the seat aft. Declare an emergency, explaining the situation.
Have the affected crew member removed from the seat.

b) Take care of the incapacitated crew member

Provide First Aid. This responsibility should be assigned to the Cabin
Crew and if possible any prolonged First Aid should be administered
outside the cockpit. Seek the assistance of any doctor on board.
Request medical assistance to be provided on landing.

c) Prepare cockpit for landing.

Organise the cockpit, using SOD flight crew members if possible.
Perform approach and final checks earlier than normal, from your
normal position, do not change seats.

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Request assistance from ATC if necessary and make an auto pilot

coupled approach if possible.

Fly a completely autopilot assisted approach and disengage the autopilot

when the airfield is in sight and landing is assured in terms of a stabilized
profile.

d) Plan procedure for after landing

After the Aircraft is stopped on the runway and brakes are set, change
seat to taxi, if necessary.

Get incapacitated crew member offloaded to the ambulance as quickly

as possible. This could be at the gate/ bay.

17.3.13 CABIN SAFETY REQUIREMENTS

17.3.13.1 CABIN PREPARATION FOR FLIGHT, IN-FLIGHT
REQUIREMENTS

Security Check
.
Flight and cabin crew are to undergo security check in the departure
security area before proceeding to the aircraft. There is separate
channel for Flying Crew at the security area, so that they are not
delayed in reaching their aircraft, in the absence of separate channel
crew are given priority over passengers for security check by the-
security staff.

Reporting to aircraft

Flight and cabin crew are to proceed to the aircraft well in time as there
are a number of checks to be performed by crew before the
commencement and completion of boarding the passengers.

On reaching the aircraft, crew baggage is to be stored in the designated

Crew baggage compartment.

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To enable a quick and efficient checking of the aircraft, the Pre-flight

check and Inflight service is divided equally amongst all Cabin
Attendant.

(a) When seat belts are to be fastened. Illustration showing the

fastening, tightening and unfastening of seat belts.
(b)When and how Oxygen equipment is to be used.
(c )Restrictions on Smoking.
(d)Location and method of opening emergency exits.
(e)How to brace oneself while experiencing impact loads for all seat
orientations.
(f)Location and Use of Life Jackets for over water flights/ditching
emergency
(g)Routes from passenger area to emergency exits.
h) Restriction on use of mobile phone,laptops,electronic devices etc

Sr. Cabin Attendant will detail the allocation and duties of cabin crew.
The same will be mentioned on the crew duty allocation form, which
will be presented to the commander before the departure of the flight.

17.3.13.1.1 CABIN PREPARATION FOR FLIGHT, IN-FLIGHT

REQUIREMENTS AND PREPARATION FOR LANDING
INCLUDING PROCEDURES FOR SECURING THE
CABIN AND GALLEYS;
A) Cabin crew should randomly check passenger safety
information briefing card is palced at every passenger seat location.

Passenger Safety Information Briefing card contains the following

instructions:

B)Emergency/ Security checks

Refer Aircraft Specific SEP manual/ AFM.

Galley food checks: This function is done by special Airline caterers,

and the galley is loaded before you reach the aircraft.

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Items to be checked: All requirements provided for meals to be

served. The set out trays to be checked for:

a) Presentation/adequate number present/ all items available on the

tray. i.e. Cutlery Set/ grocery etc.

If trolleys are provided ensure that they are clean and workable.
Miscellaneous:

Tea Pots / Coffee Pots / Water Jugs / trays and Beakers etc. Medical
and Allied Catering will provide everyday remedies in stores i.e.
Saridon, Crocin, Avomine/ Drammine (Motion Sickness). This should
be kept out of reach of Children.

Extra cakes of soap/cotton wool/ linen paper Towels.

Electrical Systems Electrical Switches

a. Lights

b. Chime of Call bells and Indicator

c. Toilet Occupied signs/ Cabin signs.

Note: the above referred checks will be carried out in the Galley Area ,
Passenger and Toilet areas. Check Galley Power Carry out a check on
the following: Ovens, hot Cup and all Galley switches for
serviceability.

C) Toilet Cleanliness

Remember a clean Aircraft Toilet will add on to efficient image you

would like to present to the passenger.

It is essential to check for adequate water supply in the toilet area.

Make sure toilet had been cleared properly by toilet maintenance staff,
fresh supplies are stocked and water is changed.

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Make sure to check the locking system of the toilet door also the toilet
occupied display signs.

Give clearance to your Sr. Cabin Attendant, check your appearance

and get ready to Welcome and Greet your passengers. Ensure that all
unauthorized personnel have vacated the Aircraft Cabin.

17.3.13.1.2 PROCEDURES TO ENSURE THAT PASSENGERS ARE

SEATED WHERE, IN THE EVENT THAT AN
EMERGENCY EVACUATION IS REQUIRED, THEY
MAY BEST ASSIST AND NOT HINDER EVACUATION
FROM THE AEROPLANE

17.3.13.1.2a PROCEDURE BEFORE AND AFTER CLOSING OF

AIRCRAFT DOORS.

BEFORE CLOSING OF DOORS

a) Check for these papers on board.

i) Trim sheet

ii) Company mail

iii) Consignment Notes

iv) Passenger manifest

b) Take a head count and ensure that the figure tallies to the one
mentioned on the trim sheet.

c) Ensure that passengers are seated where in the event emergency

evacuation is required, they may assist and not hinder evacuation
from the aeroplane.

d) Trim sheet and Passenger Manifest should be kept in the cabin.

e) Rest of the mentioned items might be loaded in the cargo for the
Destination Station.

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f) The third item you will check is, the three aircraft pins.

g) Make a last and final check in the Cabin /Toilets, that there is no
unaccounted personnel on board, and finally CLOSE THE DOOR.

17.3.13.1.3 PROCEDURES TO BE FOLLOWED DURING

PASSENGER EMBARKATION AND DISEMBARKATION;
AND

AFTER THE DOORS ARE CLOSED

When the commander announces "Cabin Crew to close the doors &
report”, the Sr. Cabin Attendant will report the cockpit for a pre-flight
briefing.

While the Sr. Cabin Attendant is giving the briefing to the

Commander, the other Cabin Attendant will make the passengers
comfortable, serve welcome drinks, cold, hot towels, sweets etc.

Sr. Cabin Attendant or designated Cabin attendant will make

BEFORE TAKE OFF ANNOUNCEMENT, and the other Cabin
Attendant will check that the passengers have:

FASTENED THEIR SEAT BELTS- SEAT BACK ARE UPRIGHT.

TABLES ARE FOLDED UP, ARM RESTS ARE DOWN, HAND
BAGGAGE IS PROPERLY STOWED (either in the luggage bins, or
under their seat). Clear any beakers left in Cabin.

BEFORE TAKE OFF ANNOUNCEMENT will include the

Emergency demonstration Announcements i.e. the Oxygen Mask
Announcement . Seat belt. Safety Instruction Card and Life Jacket
drills.

Finally the galleys will be checked that they are properly locked, no
loose equipment should be there, and all Cabin Attendants will return
to their respective stations for take-off.

AFTER TAKE OFF PROCEDURES

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After take-off when the aircraft reaches Cruising Altitude ( level

flying height), the Commander will switch off the seat belt sign, this
will be followed by AFTER THE TAKE OFF ANNOUNCEMENT
by the designated cabin Attendant. While this announcement is being
made, the rest of the cabin attendants will help the passengers to get
comfortable and will get their galley ready for commencing meal/
refreshment service.

There are two types of services carried out on the aircraft i.e. a hand
service & trolley/ meal cart service.

The hand service is that tray pre set by the Galley Cabin Attendant
will be carried to the passenger, and the trolley service is that the
passengers are served from the trolley, with you setting out the trays
with the main dish etc.

Remember that in any case service, should be started form the first
row of passengers. Is there is a lady passenger seated in the row of
seats, she should be served first, if children should be served before
anyone and when serving a row of seats, you should serve the
Window seat first (unless you have lady in the row or a child).

While handling food items, either in galley or in the Cabin, utmost

hygiene should be maintained, so wash your hands before and after
service of meals. (Collection will be done once the passengers have
eaten. Trays should be cleared as soon passengers have eaten to
ensure their comfort.

SPILLED LIQUIDS
Carriage of any liquid on trays into Cockpit is prohibited. This is a
precaution against the possibility of malfunctioning of electronic or
electrical equipment caused by spilled liquids. Liquids served on the
flight deck will be provided in beakers that are not more than half
full. The beakers shall be placed in the beaker holders and not on the
control pedestal.

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Air Crew are also reminded of the corrosive effects of salt on

duralumin. Salt spilt on the floor may penetrate joints in the floor
covering to set up pockets of corrosion on the floor. Cabin Crew
should ensure that there is no liquid overflow/spillage from the galley
onto the cabin floor. Such spillage can damage sensitive electronic
equipment below the floor. Throwing of tea bags etc into the toilet is
strictly prohibited.

PRE LANDING DUTIES

When the seat belt sign comes ON this means that the Aircraft has
commenced its descent for landing.

Galley Cabin Attendants will ensure that all switches are in the OFF
position, and the galley is stowed properly.

Designated cabin Attendant will make the BEFORE LANDING

ANNOUNCEMENT and the other Cabin Attendant will ensure that
the cabin is cleared and secured.

On a night flight the Cabin lights will be dimmed for landing.

Precautions should be taken to switch ON the reading lights of the
passengers who are reading.

Ensure to collect the SUGGESTED CARDS from the passenger. The

Sr. Cabin Attendant will then fill in the flight report form.
All Cabin Attendant will return to their station for landing.

17.3.13.1.4 PASSENGER DISEMBARKATION

The designated Cabin Attendant will make the AFTER LANDING

ANNOUNCEMENT. Other Cabin Attendants will ensure that while
the aircraft is taxing in, passengers are seated and that they do not open
the Overhead luggage bins.

When the Commander brings the aircraft in the parking bay:-

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He will make the announcement 'Cabin Crew to open doors and

report”. The Sr. Cabin Attendant will report to the cockpit." All doors
are open".

NOTE: Make sure that the staircase is properly fixed and ready for
passenger deplaning, before allowing and passenger lo deplane.

Alter Landing all cabin detects will be mentioned to the engineering

department so that the remedial measures are taken for the next flight.
If you have used any first Aid Equipment this will also be brought to
the attention of the Engineering department. Make sure that all detects
are mentioned in the CABIN DEFECT REPORT.

Note: - The defects mentioned in the cabin detect report should be in

concurrence with the Commander.

ATR 72 cabin crew to ensure that tail prop should be installed by

ground staff before pax. Disembarkation starts.

SPECIAL HANDLING

The passenger who comes under this heading are:

VIP, VVIP'S CIP'S- mothers with children expectant ladies
unaccompanied children/ indisposed/ invalid passengers aged
passengers first {lighters objections passengers not applicable under
trial passenger/ stretcher case.

Extra care should be extended to this category of passengers, but you

must take care that you don't ignore the other passengers while giving
out these types of service.

Note: At times you will be given additional responsibility of handling

H.O.P (hand over to pilot) items. This will be handed over to
commercial staff against receipt and sign.

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AFTER COMPLETION OF FLIGHT

You will report to the Operations/ movement control and "In-flight

Office".

This is very essential since you will have to give debriefing and hand
over your Flight Report and any other document here, you will also get
to know your next day’s roster (if it has been changed)/ or any other
special information.

NOTE: It is mandatory for all Cabin Attendants arriving at Delhi

during office hours (0930-1730) to report to the manager/ Dy.
Manager/ Sr. Officer of in-flight services, for a debriefing after the
flight.

All Cabin Attendants shall check the Cabin Pre-flight for

a. Window panes as per summer and winter
b. Seat belts in cross position
c. Seat pockets neat and clean with tidy and fresh newspapers,
airsickness bags and safety information cards
d. Arm rests down

17.3.13.1.5 PROCEDURES WHEN REFUELING/DEFUELING WITH

PASSENGERS EMBARKING, ON BOARD OR
DISEMBARKING.
Refer Chapter 8 OM Part A.

17.3.13.1.6 SMOKING ON BOARD

Smoking on board is prohibited under DGCA regulation.

17.3.14 PASSENGER BRIEFING PROCEDURES

CABIN CREW ANNOUNCEMENTS
The senior Cabin Crew shall ensure that all required announcements
are made at the appropriate time. Any additional announcements
required by the Pilot-in-Command shall also be made.

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17.3.14.1 USE OF PORTABLE ELECTRONIC DEVICES SUCH AS

MOBILE /CELLULAR TELEPHONES INSIDE THE
AIRCRAFT DURING FLIGHT
a) Safety information internationally exchanged reveals specific
cases where use of mobile telephone by passengers inside the
aircraft cabin had caused erratic performance of aircraft airborne
equipment leading to serious safety hazards during the flight of
the aircraft.

b) Typical instances include automatic disengagement of the

autopilot at an altitude of 400 feet above ground level during an
auto pilot assisted approach. Malfunctioning of flight director
command during take off phase when a passenger was using
mobile/hand phone.

c) M/s Boeing Co. had in one of their Service Letter to all

operators on the subject of passenger carry on electronic devices
conveyed concern of the operators on the adverse effect of
electromagnetic emissions from these devices on airplane
navigation, control and communication system. This is because
that the portable electronic devices carried on board airplane by
passengers are not guaranteed to meet the stringent
electromagnetic emission standards imposed on certified
airborne equipment. Many of these portable electronic devices
have shown significant radio frequency emissions in excess of
allowable levels within the frequency band of aircraft
communication and navigation systems. The Boeing Co. have,
therefore, suggested to the operators that any passenger
electronic device which intentionally transmits radio signals
should be prohibited for use by passengers at all times while on
board airplane. These electronic devices include mobile/cellular
phones, amateur radio transceivers, CB radios and transmitters
that control devices such as toys, etc. The other type of
passenger carry on electronic devices which is not an intentional
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transmitter of radio signals such as laptop computers, video

cameras, electronic entertainment devices, electric shavers, etc.
should also be prohibited for use during taxi, take-off, climb out,
descent, final approach and landing phases of the flight in
transmitting mode.

d) Federal Aviation Administration (FAA) and European Union

Aviation Safety Agency (EASA) has determined that airlines
can safely allow use of Portable Electronic Devices (PEDs) by
passengers during all phases of flight and have provided the
airlines with implementation guidance.
The usage of PEDs is recommended only in flight/airplane
mode during flight. The above decision is based on the
advancement in technology and research on usage of mobile
phones in air, inputs from airlines, aircraft manufacturers,
travelling public, pilots, cabin crew and mobile technology

e) DGCA CAR prohibits the use of portable electronic devices

which transmit radio signals - No person shall use any electronic
device, which intentionally transmit radio signals like
mobile/cellular phones, amateur radio transceivers, etc. at all
times while on board an aircraft for the purpose of flight.
Electronic devices, intentionally transmitting radio signals like
mobile/cellular phones, amateur radio transceivers, etc., if
carried on board, shall be kept in non-transmitting mode
(commonly referred to as Flight/Airplane Mode).
f) Passenger carry on electronic devices which are not intentional
transmitter of radio signals such as laptop computers, video
cameras, electronic entertainment devices, electric shavers, etc.,
if carried on board, shall not be used by any person, as
announced by the cabin crew, inside the aircraft during taxi,
take-off, climb out, descent, final approach and landing phases
of flight.
g) Cabin crew of AASL shall make suitable passenger
announcement during pre flight emphasizing the above
mentioned prohibition regarding the use of mobile/cellular

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phones and other poratble electronic devices inside the aircraft

prior to commencement of the flight highlighting safety aspect.

h) Cabin crew, besides their other duties, during the flight shall
keep a watch on the passengers to ensure compliance of the
above prohibitory requirements.

i) Any violation of these requirements during the flight should be

brought to the notice of the Commander by the cabin crew and
recorded in the flight report book for subsequent action by
AASL against the defaulting person.

j) However the use of mobile/cellular phones is permitted on

ground provided the doors are open and aircraft refueling is not
carried out or whenever Captain/Cabin Crew makes
announcement.

k) Captain/CCIC shall make a special report on PED events

related to suspected or confirmed PED interference, smoke or
fire caused by PED to ED(AO) and ED(AO will report to DAS
Hqrs, DGCA . They shall also evaluate aircraft as being
transmitting PED resistant.

l) AASL Cabin Crew training programme includes about

mobile/cellular phone use inside the aircraft during flight and
safety hazard.

17.3.15 PROCEDURES FOR AEROPLANES OPERATED WHENEVER

REQUIRED COSMIC OR SOLAR RADIATION DETECTION
EQUIPMENT IS CARRIED.
The Alliance Air aircraft at present do not carry any equipment
required for detection of cosmic or solar radiation. The hazards of High
Altitude ionising radiation are as listed below:

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Radiation
Ionising radiation in the atmosphere comes from the cosmic radiation,
which varies at different altitudes and geographical locations. When
the primary cosmic rays enter the earth's atmosphere, they collide with
air molecules and break down into secondary radiation. The maximum
intensity of cosmic rays occur between 18km (60000 ft) and 30km
(1,20000 ft). Its intensity then diminishes rapidly with decreasing
altitude, as it is absorbed by the atmospheric gases and precipitated by
dust. At sea level, the level of radiation reduces to one seventieth of
that at 21 3 km (70,000 ft) Presently in aircraft operating at high
altitude, the amount of radiation which an aircrew may receive is
extremely small and does not present any hazard.

Even with 1000 hrs of flying per year at 16.8 km (55,000 ft) the
radiation docs will be less than half which is considered safe for an
industrial worker.

Ozone
A layer of ozone exists in upper atmosphere, between altitudes of 15
km to 40 km with a maximum concentration around 22 km. It is
formed by photo-dissociation of oxygen molecules due to ultraviolet
rays of lower wave length up to 200 nm. It is, however, reconverted to
oxygen by ultraviolet rays of higher wave length (210-290 nm) with
the liberation of energy. The process of formation and destruction of
ozone uses up most of the ultraviolet rays, there by protecting the
living organisms on earth from their harmful effect. Ozone gas by itself
is toxic. Fortunately the aircraft flying at high altitudes are necessarily
pressurised and ozone is readily destroyed by heat during
pressurisation. The aircraft which routinely fly at through the ozone
layer, are provided with ozone monitor which warns the pilot of any
increase in the ozone concentration beyond permissible limits.

17.4 ALL WEATHER OPERATION

All weather operations means any taxi, and landing operations in
conditions where visual reference is limited by weather conditions.
Operations in adverse weather call for special procedures and
instructions.

17.4.1.5 ACTION TO BE TAKEN WHEN WEATHER CONDITIONS

DETERIORATEBELOW MINIMA
Refer Chapter 7 OM Part A.

17.4.1.6 MULTIPLE RVR OBSERVATIONS

Refer Chapter 7 OM Part A.

17.4.1.7 VISUAL REFERENCE REQUIRED FOR CONTINUATION

APPROACH BELOW DA/MDA
Refer para 17.1.5.2 and Chapter 7 of Part A

17.4.1.8 CHECKS FOR SATISFACTORY FUNCTIONING OF

EQUIPMENT
Refer para 17.3.2.1.2 of part A

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17.5 ETOPS / EDTO

The Alliance Air aircraft at present are not approved for ETOPS /
EDTO.

17.6 USE OF MINIMUM EQUIPMENT LIST

All non-essential items or equipment, which do not directly affect the
airworthiness of an aircraft, may be regarded as allowable deficiencies.
On modern aircraft all essential items are usually duplicated or
triplicated and the aircraft may be safely operated for limited periods
with certain of the items non-operative. Thus, there is flexibility in
equipment requirement to satisfy the many variables of the operative
environment. The MIL/ CDL used and approved by DGCA is based on
the Masters Minimum Equipment List (MMEL) provided by the
manufacturer. The objective of the MEL is to ensure regularity of
operation by reducing/avoiding delay due to malfunctioning of non-
essential aircraft equipment.

Commanders shall make every effort to operate the aircraft within the
provisions of the MEL/CDL. The MEL/CDL prescribes certain
conditions that must be met before release of a flight. Maintenance has
the responsibility and authority to approve the airworthiness of the
aircraft under the MEL/CDL

The MEL/CDL may not deviate from the requirements of the Aircraft
Flight Manual I imitation Section, Emergency Procedure or
Airworthiness directives. The existence of the MEL/CDL in no way
absolves the Pilot-in-Command and Engineer from ensuring that an
aircraft is safe for flight.

When an aircraft is operated in accordance with the MEL/CDL. the

operational and maintenance actions specified shall be complied with.

17.7 NON REVENUE FLIGHTS

17.7.1 Training flights;
Training flights are required to be carried out as specified in the
training manual for flight crew upgradation to fulfill training
requirements. Procedures/ limitations as laid out in respective portion

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of Training Manual and shall be adhered to. Each training flight shall
be duly authorized as per laid down training schedule.

a) Passengers are not permitted to be carried on a Training Flight

b) Cabin crew is not required to be on board during a training flight.

c) Sufficient quantity of reserve and alternate fuel is to be carried.

d) Aerodrome Operating Minima for Training Flights is kept same as

for revenue flights. However, special VFR minima may be used
while carrying out visual circuits to land.

e) Alternate will be 11 led for every training flight.

17.7.1.1 TOUCH AND GO LANDINGS

The touch and go maneuver is not an approved procedure for regular
Airline operation. "Go-Around" after touch down should not normally
be considered during regular line flights. It should never be considered,
under any circumstances, after "Reverse" has been selected. Touch and
Go Landings without selection of "Reverse" are permitted during
Training Flights.

17.7.2 TEST FLIGHTS

Test flights will be carried out without passengers on board for the
purpose of assessing –

• The satisfactory completion of maintenance

• The deterioration in performance

The conditions warranting test flight shall be specified in the appropriate

maintenance schedule and this shall also be reflected in the appropriate test
flight schedule Certain officials of the Maintenance Section are authorised to
decide if a test flight should be carried out or not. While arriving at this
decision, due consideration shall be given to the following points

i) The nature of repair or alteration.

ii) Adequacy of ground test and inspection procedure.

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iii) Adequacy of facilities and equipment for performance of such test flights or
inspection.

iv) The previous experience of the particular repair or alteration

v) Test flight requirements are laid down in the appropriate maintenance

schedule. The authority for releasing the aircraft for test flight shall be that
of the Aircraft Maintenance Engineer who shall be issuing the certificate of
work.

APPLICABILITY

Flight testing should be required only when maintenance has been affected that
could impair the flight performance characteristics of the aircraft. However, as
it is impracticable to provide adequate test equipment for proving serviceability
of all components on ground, It may be necessary to carry out a test flight
whenever it is impossible to ensure airworthiness without doing so. Thus a
component change, disconnection of a control or any reported defect does not in
itself warrant a test flight. The deciding factors are whether or not:

• Flying characteristics could be affected

• Safety can be established without a flight test

CIRCUMSTANCES OF TEST FLIGHT

In conformity with the Inspection Manual, test flights shall be carried under
the following circumstances:

• Subsequent to overhaul, repair conversion or modification which

affects the operational or flight characteristics of the aircraft
• Subsequent to every major maintenance check as laid down in the
Inspection Manual.
• For purpose of performance evaluation, tests in regard to flight
characteristics, fuel consumption, engine power checks or testing
radio, radar, instruments or navigational aid equipment etc.
• Subsequent to a double engine change as specified in respective
Maintenance System Manual of the aircraft, in line with CAR
Series T. Part II requirements.

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• Subsequent to the repairs to the aircraft as a result of major

damage.
• Subsequent to those aspects of Maintenance when its satisfactory
completion and functions can be determined only during lest flight
of the aircraft.
• Subsequent to a flight report of abnormal vibration or other
conditions affecting airworthiness the rectification of which could
not be positively established during ground test.

AUTHORITY

• Only Training Captains on type are authorized to carry out test

flights from base. Any other Pilot with a type endorsement is
authorized to act as a Co-Pilot.
• For aircraft grounded at outstations the Incharge Ops may
authorise the Pilot-in-Command to carry out a test flight. The
Incharge Ops must keep in mind the Pilot's experience and nature
of defect before using such discretion.

CONDITIONS

• Full length of runway shall be used for test flights.

• Test flight shall not be carried out in adverse weather/below
minimum conditions.
• The test flight shall be conducted strictly as per the test flight
proforma/ schedule which shall be supplied by the Maintenance.
Only authorized personnel required to be on board shall be
permitted on test flights.

17.7.3 DELIVERY FLIGHTS

Delivery flights may be required to

a) Ferry an aircraft acquired through purchase / dry lease

b) Ferry an aircraft to a station for major maintenance by an external

agency

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c) Ferry an aircraft from a station after major maintenance by an

external agency.

Non Revenue passenger may be carried.

Minimum number of Cabin Crew as per maximum seat capacity are to

be carried when any passenger is on board.

Fuel requirements are same as applicable to revenue flights. However,

extra fuel should be uplifted if feasible, in view of comparatively less
number of enroute alternates available on the international sectors.

Aerodromc operating minima for a station , if not listed in the Alliance

Air minima, is kept same as given in terminal approach charts of that
airport in the Jeppesen's manual.

17.7.4 FERRY FLIGHTS

DAMAGED FERRY/SUBSTANDARD FLIGHTS CONDITIONS

An aircraft will be considered to be on a damaged ferry flight if it is

flown to Major base/Parent Base, without passengers/goods/mail being
onboard.

a) After carrying out temporary repairs on the aircraft which has

sustained major damage (resulting in temporary suspension of G
of A);

b) To carry out time barred mandatory modification/inspection at

parent base major base where facilities are available;

c) Any other reason as felt by Maintenance (Quality control).

RELEASING THE AIRCRAFT ON DAMAGED FERRY

FLIGHT

a) The authority for releasing an aircraft 'without C of A' or 'G of A

suspended rests with DGCA, who would be approached for
permission in individual cases

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b) The Incharge of Quality Control may give permission for the ferry
flight after assessing the damage, and authorizing temporary repair
and ensuring that the aircraft will be safe for the proposed ferry
flight. In case the safety of the aircraft is not jeopardized due to
mechanical defect and the ferry flight is necessary only for
operational reason the Incharge Ops may allow the ferry (light
after taking into consideration all aspects.

Record of all such flights shall be maintained by Maintenance.

CERTIFICATION OF AIRCRAFT PRIOR TO

SUBSTANDARD/DAMAGED FERRY FLIGHT

The aircraft must be certified by an approved inspector/AME before

the aircraft is released for a ferry flight. Minimum of Transit "A" /
Check "A" or any higher inspection due shall be carried out.
Engineering quality control and DGCA may stipulate carrying out any
special Inspection prior to authorizing the ferry flight.

PRECAUTIONS

The limitations recommended In the relevant MEL/CDL, the aircraft

Manual etc. should not normally be exceeded. However, each case of
any limitation exceeding MEL/CDL etc. shall be judged on its merit.
This shall have the prior concurrence of the Regional Airworthiness
Authority and shall be recorded in writing by the Quality control
incharge.

The controls and switches which are not to be operated shall be

suitably placarded. No passengers/cargo shall be carried.

Only minimum Flight Crew will be on board.

No component shall exceed the stipulated life limits

The Pilot-in-Command having regard to all circumstances of the case

must be satisfied as to the fitness of the aircraft for the intended ferry
flight

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17.7.5 DEMONSTRATION FLIGHTS

Alliance Air does not contemplate undertaking demonstration flights in
the near future.

17.7.6 POSITIONING FLIGHTS

The procedures and instructions for Positioning Fights are same as
for revenue flights except that cabin crew may not be required to be
carried on board when there are no passengers on such flights

17.8 FLIGHT DIVERSION GENERAL POLICY

Alternate airports to be used for diversions due to weather, technical or

commercial reasons, are specified in the Nav. Flight Plan. Overriding
considerations of weather prevalent in the area may require the
Commander to choose another suitable airfield. Considerations of fuel
on board, weather parameters, its availability, etc. will have to be
weighed. The Commander may divert to any suitable airfield if in his
opinion it is prudent to do so.

DIVERSION PROCEDURE

Diversions may be effected from any point where the Piiot-in-

Command assesses the probability of not being able to land at his
destination. In case of a diversion the Commander is responsible to
inform the Station/Flight Dispatch of his intended future action and his
requirement.

CREW RESPONSIBILITY AT AIRPORTS OF DIVERSION

a) Airport where Company staff is available

Crew will be responsible for the safety of the aircraft till the
station qualified maintenance and ground staff arrive to perform
their designated function.

b) Airport where staff is not available

The Crew shall look after all aspects of ground handling of the
aircraft under instructions of the Pilot-in-Command.
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UNSCHEDULED LANDING/DIVERSION OF AIRCRAFT

• In case of an unscheduled landing and grounding of an aircraft, all

air crew shall remain at the airport until the mechanical status of
the aircraft is decided. The Commander and Crew shall render all
assistance that may be required by the ground staff in such
circumstances.

• The Commander shall maintain a close liaison with the Airport

Manager regarding serviceability/rectification of the grounded
aircraft. All efforts should be made to bring the aircraft after
rectification, at the earliest.

17.9 EMPLOYMENT OF SERVICES OF AVIATION MEDICINE

SPECIALIST

All crew (flight crew and cabin crew) need to be indoctrinated on

aspects of aviation medicine as it affects the crew themselves as well
as the passengers. Training on Human Factors, CRM and First Aid for
all personnel involved in aviation is of utmost importance so that their
approaches in routine and emergency situations are synchronized
towards ensuring flight safety.

Aviation Medicine specialists are doctors possessing post- graduate

degree in the speciality. They are especially trained in the physical,
physiological and psychological aspects of aviation stresses and their
mitigation. Due to their specialized knowledge they can contribute,
with a sound scientific basis, towards the human interface of flight as
well as ground operations. These specialist doctors can well be utilized
to comprehensively enhance flight safety in operations.

17.9.1 DEFINITIONS

Crew Member means a person assigned by an operator to duty on an

aircraft during a flight duty period.

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Flight crew member means a licensed crewmember charged with

duties essential to the operation of an aircraft during a flight duty
period.

Cabin crew member means a crewmember other than a flight crew

member.

Aviation Medicine Specialist means a doctor who has undergone a

post- graduate training in Aviation Medicine.

17.9.2 RESPONSIBILITIES OF THE AVIATION MEDICINE

SPECIALIST

The DGCA has issued guidelines, directives and policies on medical

matters pertaining to the Flight Safety.

The Aviation Medicine specialist, owing to the nature of training

received, would be best suited in an advisory role to the operators and
also in a supervisory role to ensure the implementation of all such
policies. Additionally, the Aviation Medicine specialist could
contribute towards the following areas of work :-

Periodic medical review (Class I renewal medical examination) of

all flight crew:

The assessment of the medical fitness of aircrew on a regular basis to

ascertain continued medical fitness to fly and to take aeromedical
decisions about such fitness after seemingly minor disabilities or
disease would be the prime task of such a specialist.

The incumbent would also ensure that investigations advised by IAF/

other civil Class I Medical Examination Centres have been carried out
and recommendations of the Medical Assessor have been complied
with. Supervision of Cabin Crew medical examination could also be
done by the specialist.

Monitoring of aircrew with medical conditions and restrictions

imposed by Medical Assessor:
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The aircrew who develop medical conditions/ disease necessitating a

periodic follow up, investigations/ specialist opinion and advise on
long term consequences. These can be best provided by the Aviation
Medicine specialist with his understanding of the interplay between the
human, aviation stresses and disease process.

Fatigue and fatigue countermeasures among Flight and Cabin

Crew:

The Aviation Medicine specialist can indoctrinate crew on these

aspects and also supervise the implementation of policies in this
regard. Additionally, the specialist can liaise with persons responsible
for crew scheduling and operations of the airlines to ensure that the
policy is followed in letter and spirit.

Aviation Medicine, Human Factors and CRM training for Flight

Crew:

The Aviation Medicine specialist, owing to his training, should be

utilized for imparting initial and continuity training on aspects of
aviation medicine important to the flight crew. This includes training
on aeromedical problems due to high altitude including hypoxia, cabin
pressurization and its associated aspects, sudden loss of cabin
pressurization, human information processing and cognitive errors,
perceptual errors during approach and landing as well as during night
flying and bad weather, spatial disorientation, effects of long haul
flights including circadian desynchronosis, escape and survival. Such
training would help the crew appreciate these aspects better and
enhance flight safety.

Aviation Medicine, Human Factors, CRM and First Aid training

for Cabin Crew:

The aspects of first aid and CRM as contained in CAR Section 7 Series
M Part I can be dealt with by the Aviation Medicine specialist based on
their awareness of stresses unique to aviation. An understanding of
aspects of Aviation Medicine is of paramount importance in being able
to effectively comprehend and conduct training in these areas.
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Assessment of fitness to travel:

The assessment of medical fitness to travel by civil airlines is a

specialized field where decision needs to take into account the medical
condition of the patient, the effect of aviation stress on the medical
condition, the availability of trained personnel and specialist equipment
on board, diversions and facility at destination. The Aviation Medicine
specialist is best suited to carry out this exercise.

First Aid Kits (FAK), Medical Kits (MK), Automatic External

Defibrillator (AED) and Universal Precaution Kit (UPK):

The correct provisioning of the contents of the kits, training of crew on

their use and periodic monitoring is of utmost importance. The
Aviation Medicine specialist is best suited to carry out this task.

Breathlyser Test:

The procedure for conduct of breathlyser test for aircrew and cabin-
crew for alcohol consumption is contained in CAR Section 5 Series F
Part III. The testing procedure and actions to be taken upon finding a
crew positive are contained in the Flight Safety Manual as well.
Effective monitoring of implementation of these provisions require a
person adept at the conduct of the test and its implications. The
Aviation Medicine specialist is best suited to supervise this task.

Cabin Crew Medical Examination:

The cabin crew form an vital link in ensuring flight safety and
attending to medical emergencies as first responders. Their initial and
periodic medical examination to ensure an optimal level of fitness is an
important aspect. This can be supervised by the Aviation Medicine
specialist.

17.9.3 EMPLOYMENT OF SERVICES OF AVIATION MEDICINE

SPECIALIST

Refer OM PART D Chapter 1 for further information.

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18.0 DEFINITION :-

(i) "Cockpit Check list" means a list containing items of

inspection/action to be performed by the flight crew, in the order as
listed, and in the circumstances as indicated for ensuring safe operation
of aircraft.

(ii) "Emergency Check List" means a list containing items of action to

be performed by the flight crew in the order as listed, whenever
emergent situations develop in flight on account and requiring extra
alertness on the part of flight crew, of failure/malfunction of aircraft
systems/components for ensuring safe operation of aircraft.

(iii) “Electronic Checklist (ECL)” means checklist that is displayed to

the flight crew by means of some electronic device. Cockpit and
emergency checklists may be presented in an ECL.

For the abbreviations, refer the respective aircraft AFM/QRH.

18.1 INSTRUCTIONS ON THE USE OF CHECK LIST

Only approved checklists are to be used as prescribed in the Aircraft
Flight Manual for all phases of flight. Drills that are to be initiated
from memory must subsequently be checked by reference to the
checklist. It will be the responsibility of the Commander to ensure
that on every occasion the appropriate checklist is completed.

The checklists, one for each pilot is provided in the aircraft cockpit
for all flights. They shall be readily accessible to the Pilots.

During take-off and landing Co-Pilots shall keep the appropriate

Emergency Evacuation checklist HANDY for immediate reference.

As part of standard procedure, all flight crew members will review the
engine fire, passengers evacuation checklist and the reject take off
procedure prior to the first departure of the day. The review must be
collective with each crewmember reviewing their respective actions
and responsibilities.

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Pilots are cautioned against tight coupling of the critical check lists
with aircraft maneuvering and ATC communications. The before
take-off and landing check list should be completed well in time.

Silent checks. Challenge and Response checks and the Verbal checks
are to be carried out as per FCOM.

Note. The checklist once started should not be interrupted. If so. it

should commence from the beginning to avoid missing/skipping any
critical item.

18.2 IMPORTANCE OF CHECKLISTS

Checklists prescribed for respective aircraft shall be used by flight
crew prior to, during and after all phases of operations, and in
emergency, to ensure compliance with the operating procedures
contained in the aircraft operating manual and the flight manual or
other documents associated with the certificate of airworthiness and
otherwise in the operations manual, are followed. It will be the
responsibility of the Pilot-in- command to ensure that these checklists
are completed in detail.

The design and utilization of checklists shall observe Human Factors

principles. Reviewing various aircraft accidents and incidents that
have occurred in the industry during or immediately after take-off
when the workload is high, it has been observed that on occasions
certain vital items of the checklists have been overlooked resulting in
incidents becoming more disastrous than would have been the case if
all checklist items had been carried out properly. It is also the opinion
of a number of experienced pilots that the rejected take-off procedure
should be reviewed by the crew on their own before take-off, as it is
normally not in the form of a checklist. Other areas where crew may
be faced with immediate action would be engine fire or an incident
during take-off requiring emergency evacuation wherein all power
may be lost and the crew may be in darkness with an immediate
necessity of evacuation. Such situations could be more efficiently
handled if crew members review the procedures more often and are
fully mentally prepared for any contingency during vital phases of
flight such as take-off and landing.

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As part of standard procedure, all the flight crew members review the
rejected take-off procedures, engine fire, passenger evacuation
checklists on reaching the aircraft for the first departure of the day.
This review shall be collective with one crew reading the checklist
aloud with others listening to it.

18.3 PROPER USE OF CHECKLIST

The use of an up-to-date cockpit checklist for normal and emergency
operations is compulsory.

a) Attitude towards checklist: Recognize the normal checklist for

what it really is; your safety net. Treat it with respect that it
deserves. Do not read it like an incantation, but in the manner of
a true double check.

b) Understanding of checklist or lack thereof: Know your non-

normal recall items thoroughly and completely and have a good
working knowledge of all non-normal reference checklists.

c) Basic philosophy of checklist usage: Know and apply the proper

checklist action philosophy when executing a normal or non-
normal checklist.

It is a cockpit tool which, if used properly, can help to compensate for

some of the human failings. The key to how well it does is in how
well the pilot understands how it should be used.

18.4 USE OF NORMAL CHECKLIST

The normal checklist is used to make sure that the airplane is safely
prepared for the next flight phase. It serves to verify actions already
performed and shall not be used as a 'DO LIST"

Normal check lists in the laminated form shall be so carried in the

cockpit or electronic checklist as applicable be readily accessible to the
flight crew in flight.

Checklists are kept as short as possible, include, however, all safety

items and other items seriously affecting economy and shall therefore
not be interrupted. If interruption cannot be avoided the complete

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checklist must be restarted from its beginning In general listing of

checklist items follows the panel scan sequence.

Normal Checklists are used to verify that certain critical procedural

steps have been accomplished. Only procedural steps which have a
direct and adverse impact on normal operations are included. It has
critical nature and each item is self evident. Normal Checklists are the
flight crew safety net. If the crew forgets to do something or mis-
position a control which is critical to the safety of flight, the execution
of checklist should reveal that condition. However, this safety net
effect can only work properly if the checklist is, in fact, accomplished
properly.

During a particular phase, a system control is positioned; the crew

member also verifies that the proper response has occurred. At the
appropriate time, the checklist is called for, read and responded to, by
the responsible crew member, the position of the control or indication
is visually verified and stated in the response. In doing so a true
double check of the item is accomplished. When a disagreement
between the observed condition and the checklist answer occurs, it is
mandatory that the checklist reading be discontinued until the
checklist item is properly resolved. Respect for what the checklist
represents and strict adherence to the philosophy of its use is essential
to ensure continued safe operation of the airplane.

18.4.1 REQUESTING A CHECKLIST

Prior to requesting a checklist, PF (on ground always CM1) shall
ensure:

- that all active CM's are at their station

- that all required actions have been performed

Only then he shall request the appropriate checklist by announcing

"XXXX Checklist"

18.4.2 READING A CHECKLIST

All checklists are read by PNF (On ground always CM2).

Reading shall start with the complete checklist title. Only the left side
of the print is read. The reader shall verify that the answers comply
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with the right side of the print before proceeding. A Checklist is

completed by announcing "XXXX Checklist COMPLETED".

18.4.3 RESPONDING TO A CHECKLIST

For each item one or both CM's are assigned to answer. Assignment
depends on role (PF/PNF) or seat location (CM1 / CM2) and is
printed behind each checklist. If more than one CM is assigned the
sequence to respond is PF first then PNF. The assigned CM shall only
respond after having checked the existing configuration/condition.
The other CM shall, whenever feasible, cross-check the validity of the
response to provide redundancy.

18.5 DEVIATIONS FROM STANDARDS

If the actual configuration/condition is inadvertently not in
accordance with the checklist standard corrective action shall be
initiated before proceeding.

If the actual configuration/condition is purposely not in accordance

with the checklist standard (special/abnormal operation, MKL
procedure) the response must be modified to reflect the actual
situation (specific answer). This deviation from standard must be fully
understood and realized by all CM.

18.6 NON NORMAL CHECKLISTS

Non-normal checklists are used by the flight crew to cope with or
contain certain non-normal situations. It is not possible to cover all
combinations of non-normal occurrences and so the non-normal
checklist with some exceptions, is usually written to address a single
event. In certain unrelated multiple failure situations, crew may have
to combine elements of more than one procedure and/or exercise good
judgment to determine the safest course of action.

Checklists may contain both recall and reference items. Recall items
are critical steps that must be accomplished from memory and are
placed within a box. As a rule, there are very few items which fall
into this category, but those that do need to be firmly and
unquestionably fixed in the minds of the flight crew.

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Reference items are actions while reading the checklist. However, the
flight crew should be sufficiently familiar with the various reference
non-normal checklists to be able to detect the fact that the wrong
checklist is being performed should such an error be made. In all
cases, flight crew should have a thorough and complete understanding
of what in fact is being accomplished by a particular procedural step
and what effect it may have on the operation of that system or the
continuation of the flight.

In the Table of Contents for each non-normal checklist section, the

titles of checklists, containing memory items are printed in bold type .
Certain amplified information is included in brackets | | when the
reason for an item may not be self-evident.

Most checklists correspond to a Master Caution and System

Annunciator light. The Master Caution and System Annunciator
indicate a failure condition and are the cue for selecting and
accomplishing the checklist.

Un annunciated checklists are found in the first section of the non-

normal checklists chapter. Some un annunciated checklists also
appear in an associated systems section (such as ENGINE FUEL
LEAK in the Fuel section).

A condition statement is provided for all non-normal checklists to

briefly describe the condition, which caused the Master Caution to
illuminate. Unannunciated checklists also have condition statements
to aid in understanding the reason for the checklist.

18.6.1 NON-NORMAL CHECKLIST OPERATION

Non-normal checklists begin with steps to correct the situation or
condition. Information for planning the remainder of the flight is
included. When special items are required to configure the airplane
for landing, the items are included as part of the non-normal checklist.
Flight patterns for certain non-normal situations are located in non-
normal maneuvers chapter, and show the sequence of configuration
changes.

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While every attempt is made to establish necessary non-normal

checklists, it is not possible to develop checklists for all conceivable
situations, especially those involving multiple failures. In certain
unrelated multiple failure situations, the flight crew may have to
combine elements of more than one checklist and/or exercise
judgment to determine the safest course of action. The captain must
assess the situation and use sound judgment to determine the safest
course of action.

There are some situations which always require landing at the nearest
suitable airport. These situations include, but are not limited to,
conditions where:

• The non-normal checklist contains the words "Plan to land at the

nearest suitable airport"

• Cabin smoke or fire which persists

• One main AC power source remaining (such as engine or APU

generator)

• One hydraulic system remaining (the standby system is

considered a hydraulic system)

• Any other situation determined by the crew to present a

significant adverse effect on safety if the flight is continued.

It should be stressed that for persistent smoke or a fire that cannot be

positively confirmed to be completely extinguished, the earliest
possible descent, landing, and passenger evacuation should be
accomplished.

Checklists prescribing an engine shutdown must be evaluated by the

captain to ascertain whether an actual shutdown or operation at
reduced thrust is the safest course of action.

Consideration must be given to probable effects if the engine is left

running at minimum required thrust.

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There are no non-normal checklists associated with the loss of an

engine indication or with an automatic display of the secondary
engine indications. Operate the engine normally unless a limit is
exceeded.

Non-normal checklists also assume:

• Alter engine start and prior to takeoff, the appropriate non-normal

checklist is accomplished if a non-normal condition is identified.
Upon completion of the checklist, the Dispatch Deviation Guide
or airline equivalent is consulted to determine if Minimum
Equipment List relief is available.

• System controls are in the normal configuration for the phase of

flight prior to the initiation of the non-normal checklist.

• Aural alerts are silenced and the system reset by the flight crew
as soon as the cause of the alert is recognized.

• The emergency position of the oxygen regulator is used when

necessary to provide positive pressure in the masks and goggles
to evacuate contaminants. The 100% position of the oxygen
regulator is used when positive pressure is not required, but
contamination of flight deck air exists. The normal position of the
oxygen regulator is used if prolonged use is required and the
situation permits. Normal boom mic operation is restored when
oxygen use is no longer required.

• Indicator lights should be tested to verify suspected faults.

• Flight crew reset of tripped fuel pump and fuel pump control
circuit breakers in flight is prohibited. Reset of any other tripped
circuit breaker is not recommended, unless in the judgment of the
captain, the situation resulting from the circuit breaker trip has a
significant adverse effect on safety. These other tripped circuit
breakers may be reset once, after a short cooling period
(approximately 2 minutes). A ground reset of a tripped circuit
breaker by the flight crew should only be accomplished after
maintenance has determined it is safe to reset the circuit breaker.
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• Flight crew cycling(pulling and resetting) of breakers to clear

non-normal conditions is not recommended.

After engine start and prior to takeoff, illumination of Master Caution

annunciator lights or red and amber caution lights require completion
of the appropriate non-normal checklist. In certain cases, amber
system monitor lights illuminate during the Master Caution Light
recall to inform the flight crew of a failure of one element in a
redundant system. If system operation is maintained by a second
element, the amber system monitor light will extinguish when the
Master Caution Light is reset. In these situations, the amber caution
light alerts the flight crew to the fact that normal system operation
will be affected if another clement failure occurs. If an amber caution
light illuminates during recall, but extinguishes on Master Caution
reset, completion of the non-normal checklist is not required.
Each air carrier has responsibility for establishing flight crew
procedures in the event of a system failure after the aircraft has
departed the gate or the parking area for the purpose of takeoff.

18.6.2 NON-NORMAL CHECKLIST USE

Non-normal checklist use commences when the airplane flight path
and configuration are properly established. Only a few situations
require an immediate response (such as stall warning, ground
proximity PULL UP and WINDSHEAR warnings, and rejected
takeoff). Usually, time is available to assess the situation before
corrective action is initiated. All actions should then be coordinated
under the captain's supervision and performed in a deliberate,
systematic manner. Flight path control should never be compromised.

When a non-normal situation is evident, (at the direction of the pilot

flying, both crew members systematically and without delay
accomplish all recall items in their areas of responsibility.

The pilot flying calls for the checklist when:

• The flight path is under control

• The airplane is not in a critical stage of flight (such us takeoff or
landing)
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• All recall items are complete.

For those checklists containing only recall items or a combination of

recall and reference items, the pilot not flying first verifies each recall
item has been accomplished. The checklist is normally read aloud
during such verification, but the pilot flying is not required to respond
except for items not in agreement with the checklist. However, in the
non-normal landing checklist the pilot flying verifies and responds to
checklist items.

Checklist reference items, including the response or action and any

amplifying information, except for condition statements and
information appearing in brackets, art-read aloud by the pilot not
flying. The pilot flying need not repeat these items, but should
acknowledge the items were heard and understood. Appropriate
action is taken by the crewmember in whose area of responsibility
each control is located. After positioning the control, the crewmember
taking the action also states the checklist response.

The pilot flying may also direct reference procedures to be

accomplished by recall if no hazard is created by such action, or if the
situation does not permit reference to a checklist.

Checklists provide lists of inoperative equipment only when

knowledge of the condition of such equipment is essential for
planning the remainder of the flight.

The pilot flying is to be made aware when deferred items exist.

Accomplishment of such items may be delayed until the appropriate
point during approach or landing.

Following completion of appropriate non normal checklist items,

normal checklists are used to verify the configuration is correct for
each phase of flight.

Pilots must be aware checklists cannot be created for all conceivable

situations and are not intended to replace good judgment. In some
cases, deviation from checklists may be at the captain's discretion, be
necessary.
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Following completion of each non-normal checklist, the pilot not

flying slates: “CHECKLIST COMPLETE." When a non-normal
checklist is complete except for the deferred items, the pilot not
Flying states: "CHECKLIST, COMPLETE EXCEPT DEFERRED”

18.7 MODIFICATION OF CHECKLISTS

Any deviations to the procedures and checklists as provided by the
manufacturer will be based on operational considerations. Revisions
to the Normal Checklist will be done only after the same have been
reviewed in the Standardisation Committee meetings and also by the
Examiners/ Flight Instructors of the respective fleet. The review
process shall ensure consideration and incorporation of Human
Factors principles. This review/ addition to the Normal Checklist is
then informed to the respective aircraft manufacturer.

This checklist is also approved by the DGCA before it is

implemented.

The Normal, Non-Normal and Emergency Checklists are provided by

the aircraft manufacturer in their Flight Crew Operation Manual/
Flight Manual .

DGCA may provide alterations to check lists, based on operational

experience, which shall be carried out by AASL operation.

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DEPARTURE CONTINGENCY Issue-IV Rev.0 01 NOV 2015
PROCEDURES

19.0 STANDARD DEPARTURE PROCEDURES

Departure procedures promulgated for airports are laid down in the

AIP and these procedures are depicted pictorially and in paraphrase
for each airfield in the Jeppesen Airway Manual and is made available
to each crew. Airfields for which departure procedures have not been
promulgated ATC issues the required departure instructions. In these
circumstances it is the airline policy that no turn will be initiated
below 500 ft AGL if an immediate turn is required. Normally the
take-off will be on runway track upto 1500 ft AGL and thereafter the
required turn will be initiated.

19.1 DEPARTURE CONTINGENCY PROCEDURES

If no departure procedures are established normal departure shall be
performed or as instructed by ATC.

Departure procedures promulgated for airports are laid down in the

AIP and these procedures are depicted graphically and in paraphrase
for each aerodrome in the Jeppesen Manual. Pilots are to strictly
adhere to departure procedures described in the Jeppesen Manual.

Special Engine out Departure Procedures have been outlined for the
the stations (Refer OM Part C Ch 5 Standard Operating Procedures)

Aerodromes for which departure procedures have not been

promulgated ATC issues the required departure instructions. In these
circumstances it is company policy that no turn will be initiated below
500’ AGL if an immediate turn is required. Normally the take-off will
be on runway track up to 1500’ AGL and thereafter the required turn
will be initiated in case of no specified departure procedure.

Certain aerodromes require special departure procedures due to

terrain, security or climb gradient limitations. Pilots to adhere to
published RTOW charts to meet performance considerations.

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PROCEDURES

19.1.1 PROCEDURES FOR ONE ENGINE INOPERATIVE AFTER

TAKEOFF

Refer SOPs for Procedures with One Engine Inoperative after

Takeoff.

19.1.2 STANDARD NOISE ABATEMENT PROCEDURES

Certain airfields require noise abatement procedures at a particular
time of the day or for departures from a particular runway.

These requirements of a noise abatement procedure for a particular

airport are described in Chart 10-4 for the airfield in the Jeppesen’s
Airway Manual. It is imperative to keep in mind that safety of aircraft
operations takes precedence over noise abatement and if for safety
considerations the noise abatement procedure cannot be followed
ATC is to be informed.

19.1.3 STANDARD OPERATING PROCEDURES

Refer SOPs of stations under Alliance Air Operations.

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ALTITUDE AWARENESS Issue- Rev.0 01 NOV 2015

20.0 INSTRUCTIONS ON THE MAINTENANCE OF ALTITUDE

AWARENESS AND THE USE OF AUTOMATED OR FLIGHT
CREW ALTITUDE CALL-OUT

All flight crew are cautioned to the loss of vertical situational awareness
which is the cause of many CFIT accidents. The contributing factors
associated with this cause often have to do with the barometric
altimeter. These factors range from mis-interpretation of the three-
pointer and drum-pointer altimeter to confusion resulting from the use
of different attitude and height reference systems, as well as altimeter
setting units of measurement. It is essential that flight crew always
appreciate the altitude of their aeroplane relative to terrain and
obstacles, and the assigned or desired flight path. Flight crew are to
follow procedures to monitor and cross-check assigned altitudes as well
as verify and confirm altitude changes.

20.1 DESCRIPTION OF PROCEDURES USED TO MAINTAIN

ALTITUDE AWARENESS
Pilots are to carry out the following actions to maintain situational
awareness in terms of altitude

• Ascertain the applicable MSA. and developed mental awareness of

Net Ceiling and Gross Ceiling in the event of a engine failure.
Know the applicable transition altitude or transition level.
• Use a checklist item to ensure that all altimeters are correctly set in
relation to the transition altitude/level.
• Confirm altimeter setting units by repeating all digits and altimeter
units in clearance read backs and intra-cockpit communications.

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• Call out any significant deviation or trend away from assigned

clearances.
• Upon crossing the final approach fix, outer marker, or equivalent
position, the pilot not flying will cross-check actual crossing
altitude/height against altitude/height as depicted on the approach
chart, follow callout procedures.

20.1.1 USE OF CALLOUTS

Callouts are aural announcements by either flight crew members or
aeroplane equipment of significant information that could affect flight
safety. These callouts are included in SOP. In general, callouts should
be made at the following times:

a) Upon initial indication of radio altimeter height, at which point

altitude versus height above terrain should be assessed and
confirmed to be reasonable.

b) When the aeroplane is approaching from above or below the

assigned altitude (adjusted as required to reflect specific aeroplane
performance).

c) When the aeroplane is approaching relevant approach procedure

altitude restrictions and minimums.

d) When the aeroplane is passing transition altitude/level.

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20.1.2 ALTITUDE AWARENESS PROCEDURES

It is Company’s policy that QNH will be the sole barometric altitude
reference for the Take Off, Approach and Landing phases of flight,
unless a specific change required for area of Operations and informed
by the Company.

All ATC assigned altitudes will be noted down by the pilot not flying.
Once an ATC assigned altitude is changed then the last assigned
altitude will be cut and the re-assigned altitude noted down. The pilot
not flying will set the assigned altitude on the altitude window of the
FCU when the pilot flying is operating the controls with auto pilot
“off”. The pilot flying will cross check the altitude set. With auto pilot
selected “on”, the pilot flying will set the assigned altitude on the
altitude window of the FCU and the pilot not flying will cross check the
altitude set.

The pilot not flying will call 1,000 ft to any assigned altitude and will
also call deviations of more than 100 ft. from any assigned altitude.

During climb on crossing transition altitude both altimeters will be set

to the standard altimeter setting and the reading of both altimeters cross
checked. During descent when cleared to an altitude below Transition
level and a level flight is not expected above Transition level or on
crossing transition level both altimeters will be set to the aerodrome
altimeter setting (QNH) and the reading of both altimeters cross
checked. For operation in areas where a regional / area QNH is
determined both altimeters are to be set to the area QNH when above
airfield transition altitude in climb and below area transition level in
descent or in level flight. On crossing airfield transition level the
aerodrome QNH is required to be set. An aerodrome QNH is valid only
within the aerodrome control area in most airfields in India this is
limited to 25/30 nm from the aerodrome ARP. Beyond these limits the
aerodrome QNH is not valid where specified in SOP/AIP.

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During approach the PNF will maintain altitude awareness at all times
and call 1500ft, 1000ft and 500ft on pressure altimeter above the
aerodrome altitude.

Company Policy for Altimeter Setting Procedures

SETTING OF ALTIMETER
PHASE OF FLIGHT
COMMANDER STANDBY CO-PILOT

Take-Off QNH QNH QNH

At or above Transition 1013.25 1013.25 1013.25

altitude hPa/STD hPa/STD hPa/STD

Enroute Cruise 1013.25 1013.25 1013.25

hPa/STD hPa/STD hPa/STD

Cleared to an Altitude QNH QNH QNH

below Transition Level
or at Transition Level

Approach / Landing QNH QNH QNH

Missed Approach QNH QNH QNH

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AUTO-THROTTLES IN IMC IV

21 USE OF AUTOPILOTS AND AUTO-THROTTLES IN IMC

21.1 AUTO-FLIGHT SYSTEM

Proper use of modern auto-flight systems reduces workloads and

significantly improves flight safety. These systems keep track of
altitude, heading, airspeed, and flight paths with unflagging accuracy.
The proper use of auto-flight systems is encouraged during all
approaches and missed approaches, in IMC.

In some modern glass-cockpit aircraft, the flight guidance system has

the capability to display flight path vector/flight path angle. Use of this
mode enables a stabilized approach to be flown at the required slope
during a non-precision approach, with automatic correction for the
effects of wind. Flight management systems also have the capability to
provide, a computed profile for a non-precision approach. Required
conditions for the use of lateral and vertical navigation functions for this
purpose are that the approach profile is included in the database, that it
is verified in accordance with obstacle clearance criteria, and that the
FMS accuracy is confirmed to be high. The use of these techniques, in
conjunction with the auto-flight system, reduces crew workload and
should ensure a higher level of safety. Crew should be adequately
trained, both in the simulator and in flight, to use the procedures
associated with these features.

21.1 PROCEDURES USED IN IMC

21.1.1 AUTO PILOT

21.1.2 AUTO-THROTTLES
Company aircraft at present are not fitted with Auto-Throttles

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ATC CLEARANCE Issue- Rev.0 01 NOV 2015
IV

22.0 ACCEPTANCE OF ATC CLEARANCE

Sometimes ATC may issue instructions that do not ensure adequate

terrain clearance. Such clearances are too often accepted by flight crew
without considering consequences. If an ATC clearance is given that is
likely to Conflict with the flight crew assessment of terrain criteria
relative to known position, the clearance should be re-checked and
suitable action should be taken. Acceptance of cruising levels must
taken into account ATC requirements, significant met conditions,
aircraft performance, terrain clearance and available means of
communication It must be kept in mind that ATC is not responsible for
prevention of collision with terrain.

During radar vectors the Commander must ensure that the aircraft has
been positively identified by the Radar Controller. During Radar vectors
it is the responsibility of the Commander to ensure that adequate terrain
clearance is available.

Airports surveillance radar (ASR) provides more precise information on

aircraft position. However, if an aircraft is assigned an altitude that is
lower than either the MEA or MSA the Pilot should confirm from the
controller that the altitude is above the Minimum Vectoring Altitude
(MVA). If the Commander is not satisfied with any altitude assigned he
should refuse the clearance and request the altitude that he considers to
be safe.

The following air traffic clearances are required :

1. Push back and start up clearance

2. Taxi clearance
3. ATC Clearance
4. Departure ( Take-off ) clearance
5. Altitude and level change clearance
6. Enroute clearance

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IV

7. Descent clearance
8. Approach and landing clearance

All air traffic control clearances will be read back to ensure and
clarify that the clearance has been correctly understood.

ACCEPTANCE OF ATC CLEARANCE

It is the responsibility of the Commander to ensure adequate terrain
clearance as collision avoidance with obstacle is the pilot’s
responsibility even though an ATC clearance may have been given. The
Commander can reject an air traffic control clearance and request an
alternate clearance if in his judgment and air traffic control clearance
would result in inadequate terrain clearance. When under Radar Control
it must be ensured that all altitudes accepted are above the minimum
vectoring altitude.

22.1 CONDTIONS UNDER WHICH DEVIATIONS FROM

CLEARANCE MAY BE ACCEPTED
When operating on an unpublished route or while being radar vectored
and after the Pilot is "cleared for the approach", the Pilot must maintain
the last assigned altitude unless a different altitude is assigned by the
ATC or until the aircraft is established on a segment of a published
route or instrument approach procedure. After the aircraft is so
established, published altitudes apply to each succeeding route or
approach segment.

WEATHER DEVIATION PROCEDURE

With prior permission of ATC a pilot may deviate from an ATC

clearance to avoid turbulent weather in his flight path.

When the pilot initiates communications with ATC, a rapid response

may be obtained by stating „WEATHER DEVIATION REQUIRED‟ to
indicate that priority is desired and for ATC response when necessary,

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the pilot should initiate the communications using the urgency call
„PAN-PAN‟ (preferably spoken three times)

The pilot shall inform ATC when weather deviation is no longer

required, or when a weather deviation has been completed and aircraft
has returned to its cleared route.

When not in contact with an ATC unit, weather deviation procedures in

RVSM airspace must be followed as given in RVSM Manual.

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BRIEFING PROCEDURES Issue- Rev.0 01 NOV 2015
IV

23.0 DEPARTURE AND APPROACH BRIEFINGS

23.1 BRIEFING PROCEDURES FOR DEPARTURES AND

APPROACHES
The object of crew briefing is to ensure that the Flight Crew are aware
of and agree with a proposed plan of action.

Briefing is to be conducted by PF, and should be as short as possible

but should give a clear understanding of the intentions. It is normally
unnecessary to repeat Standard Operating Procedures, but it is vitally
necessary to cover any special requirements. This produces an
environment in which the PNF can carry out his prime function of
monitoring the flight with the greatest efficiency. If the recipient of a
briefing is unsure of the intentions, it must be ensured that the points
are clarified.

When discussing an AIL procedure, both Pilots must be referring to

the same charts. The date and serial no. of each Pilot's Chart should be
cross-checked to ensure that the latest charts are being used

23.1.1 TAKE-OFF BRIEFING

The takeoff brief should preferably be completed before 'Engine
Start'.

The following items should be considered for special mention

depending upon the Circumstances: -

- Airfield restrictions and obstructions.

- Security Altitude, emergency turn procedure and operational
intentions after completion of emergency turn.
- V-Speeds, runway heading and power settings-Weather including
runway surface conditions and crosswind.

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- Anti-ice requirements.
- Standard Instrument Departures, routing and altitude restrictions.
- Noise Abatement Procedure.
- Radio Aids Selection and course cursor settings.
- Terrain clearance. Minimum safe altitude
- Designated take-off-alternate its weather and route.

All these items, but particularly runway condition or change, should

be reviewed and updated if necessary. The first brief of the day is to
include a review of the reject takeoff procedure, emergency
evacuation procedure and fire drill.

23.1.2 DESCENT AND APPROACH BRIEFING

Flight approach briefing should be completed before top of descent
and after obtaining airfield information

- Position of top of descent

- Weather
- Anti-ice requirements
- Approach Chart Number and Date
- Type of Approach
- Terrain Clearance, Minimum safe altitude
- Routing. Altitude and Speed Restrictions Transition Level
- Vertical and horizontal approach pattern including hold.
- Radio Aid Selection,
- DA/MDA
- Missed Approach Procedure.

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- Runway Surface condition and crosswind

- Airfield restrictions, obstructions and abnormalities

23.1.3 DIVERSION BRIEFING

The Pilot-in-Command shall ensure that the Co-Pilot is aware of:

- The nominated alternate airfield.

- The routing to the alternate.
- Fuel requirement for the diversion bearing in mind, air distance,
weather, anticipated ATC delay.
- Expected weather on arrival.

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COMPETENCY IV

24.0 ROUTE AND DESTINATION FAMILIARISATION

The PIC must familiarize with route, destination and alternate airports
details by self-briefing from documents. On routes and destination
airports requiring special qualification, the PIC is required to carry out
Inflight familiarization as a co-pilot, or observer, or pilot under
supervision as laid down in DGCA CAR Section 8 Series O Part II,
Section 8 Series F Part II and Ops Circular 02 of 2012.

24.1 ROUTE COMPETENCE

Refer OM Part D Ch 1 Para 1.6 for area and route competence details.

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PROCEDURES IV

25.0 STABILIZED APPROACH PROCEDURE

It is Company Policy that flight crew will execute a missed approach
or go-around if the aircraft is not stabilized in accordance with the
criteria established in this Chapter, Para 25.1 / FCOM of the relevant
aircraft.

25.1 REQUIREMENTS OF A STABILIZED APPROACH

All approaches shall be flown as stabilized approaches (SAP) unless
otherwise approved by DGCA for a particular approach to a particular
runway.

An approach is considered stabilized when all of the following criteria

are met:

• Aircraft is in landing configuration

• On the correct flight path

• The indicated air speed is not more than Vref+10 Knots and not
less than Vref

• Sink rate is not more than 1000 feet per minute. A special briefing
is required if the rate of descent required is more than 1000 feet
per minute.

• Power setting is appropriate for the aircraft configuration

• All briefings and checklists are complete

It has been determined that crew did not go around in 87% cases when
the situation clearly called for a go around. The execution of a missed
approach is no indication of poor performance. The DGCA/ ATC/
Operator requires no explanation for carrying out a missed approach
due to not being stabilized on approach.

.
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APPROACH BECOMING DESTABILIZED

In case approach gets destabilized or cannot be Stabilized, the PNF
will call "Approach Not stabilized". If there is no reaction from PF he
will again call" Approach Not Stabilized Go Around."

Commander will immediately carry out a "go around".

In case of no response for the second time from PF, may be

considered as subtle incapacitation and control should be taken over
by PNF simultaneously by saying loudly.

25.2 MINIMUM ALTITUDE FOR STABILISED APPROACH

If an approach gets destabilized due to any significant deviation it

must be stabilized latest by

a) 1000 ft AGL on a precision approach

b) Establishing the required visual segment. and leaving MDA for

non precision approach

c) 500 ft AGL. on a visual approach

In case the above altitude limitation for stabilization is not achieved

the pilot is required to immediately execute the Missed Approach
Procedure.

360 degree turns in the final Approach phase are prohibited and a
missed approach is required to be executed whenever the aircraft is
not stabilized during this phase.

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POLICY IV

26.0 LIMITATION ON HIGH RATES OF DESCENT NEAR THE

SURFACE
High rates of descent in close proximity to terrain are dangerous. It is
airline policy to discourage high rates of descent near the ground since
these could result in increased risk of CFIT

26.1 LIMITATIONS AND PROCEDURES FOR SIGNIFICANT

DEVIATION

Rate of Descent Policy

The PIC shall ensure that the ROD does not exceed:

a) 2000 fpm: when descending below 5000 ft AGL

b) 1500 fpm: between 5000 ft and 2000 ft AGL

c) 1000 fpm: below 2000 Ft AGL and during approach phase. If an

approach requires a higher sink rate, a special briefing is required.

The pilot must immediately take corrective action to reduce the rate of
descent (sink rate) as and when:

a) Rate of descent exceeds 1000 fpm during final approach segment

of an instrument approach procedure

b) GPWS warning ' SINK RATE, SINK RATE' is triggered.

The pilot must immediately initiate a go around/climb out whenever the

GPWS warning PULL UP, PULL UP' is triggered.

26.1.1 MANDATORY MISSED APPROACH

"IF THE RUNWAY YOU WANT GETS LOST OR THE APPROACH
THAT YOU ARE MAKING COULD BE MUCH BETTER DO NOT

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SIT AROUND HOPING YOU WILL SOON SEE THE GROUND. DO

NOT RUSH. BUT DO NOT WAIT-CARRY OUT' A GO AROUND."

The Pilot shall execute an immediate missed approach under the

following conditions:

i) If a Nav. transmitter or flight instrument failure occurs which will

effect the ability to safely complete the approach in instrument
conditions.

ii) When on an ILS approach either the localizer and/or glideslope

indicator show full deflection in instrument conditions and if at
100 ft to DA (DH) the glideslope and localizer show a deviation of
more than 1 dot.

iii) When the instruments show significant disagreement and visual

contact has not been made.

iv) When visual reference to the runway gets lost below DA/MDA.

v) The approach is not stabilized

vi) Bird menace will not permit a safe continued approach

vii) Whenever in doubt of making a safe landing.

viii) The aircraft is destabilized due to wind shear and/or the Pilot is
unable to maintain the aircraft within the prescribed flight path.

ix) Whenever a GPWS 'pull up' warning is triggered below 500 ft.

x) Whenever instructed to do so by ATC.

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POLICY IV

MISSED APPROACH REPORT

All missed approaches shall be reported in a Voyage report giving the
reasons thereof.

SUBSEQUENT APPROACHES
After a missed approach only one subsequent approach is permitted.
The Pilot Flying before starling a subsequent approach should be
confident that the second approach has a high probability of success.
After two missed approaches it is mandatory to divert

- The PNF shall confirm all configuration changes commanded by

the PF.

- The PNF shall bring to the attention of the PF any significant

deviation from programmed speed, heading, track, flight level
(altitude).

- Localizer and glideslope callouts will not refer to displacement

errors in dots but will be "Localizer/ Glideslope"

- Air speed deviation callouts will be with reference to VAPP/target

Speed and will be "Speed" (Call Actual Speed)

If the rate of descent is in excess of 1000 fpm or less than 400 fpm the
PNF will call "Sink Rate" (Call Actual Rate of Descent) "Checked" (To
be called as response by the PF)

Note :- If the PF does not respond to 2 calls on a significant deviation

the PNF should be alert for subtle Incapacitation. If the PNF does not
give the standard call, the PF shall give the call.

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IV

27.0 CONDITIONS REQUIRED TO COMMENCE, CONTINUE OR

DISCONTINUE AN INSTRUMENT APPROACH
Refer Chapter 7 OM Part A

27.1 PROCEDURES TO BE USED UNDER WHICH DECISIONS

ARE TAKEN TO COMMENCE, CONTINUE OR
DISCOUNTINUE AN INSTRUMENT APPROACH

Refer Chapter 7 OM Part A

27.1.1 MANDATORY MISSED APPROACH

On all instruments approaches the Pilot shall execute an immediate

missed approach:-

If a Nav Transmitter or flight instrument failure occurs which will

affect the ability to safely, complete the approach in instrument
conditions.

When on an ILS approach either the localizer and/or glideslope

indicator show full deflection in instrument conditions and if at 100 ft
to DA(DH) the glideslope and localizer show a deviation of more than
1 dot.

When the instruments show significant disagreement and visual

contact has not been made.

The approach is not stabilized.

Whenever a GPWS “pull up" warning is triggered below 500 ft. in

Instrument Meteorological Conditions (IMC).

“IF THE RUNWAY YOU WANT GETS LOST, OR THE

APPROACH THAT YOU ARE MAKING, COULD BE MUCH
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BETTER. DO NOT SIT AROUND HOPING YOU WILL SOON

SEE THE GROUND. DO NOT RUSH, BUT DO NOT WAIT -TAKE
THE DAMN THING AROUND"

Note : All missed approaches shall be reported in the Pilot Sector

Reports.

27.1.2 SUBSEQUENT APPROACHES

After a missed approach only one subsequent approach is permitted.
The Pilot Flying before starting subsequent approach should be
confident that the second approach has a high probability of success.
After two missed approaches it is mandatory to divert.

27.1.3 DISCONTINUED APPROACHES

The Commander has the necessary authority to discontinue an
approach and execute a missed approach if,
- the approach is not stabilized.

- 360 degree turn is required on final approach phase at or below

1500ft.

- the approach speed is excessive

- a safe landing will not result from the approach

- the aircraft is destabilized during wind shear/or the Pilot is unable

to maintain the aircraft within the prescribed flight path.

- sudden weather deterioration

- Bird menace will not permit a safe continued approach.

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CONDITIONS REQUIRED TO COMMENCE OR CONTINUE

A VISUAL APPROACH

Refer Chapter 7 OM Part A

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PRECISION INSTRUMENT IV
APPROACH PROCEDURES

28.0 CONDUCT OF PRECISION AND NON-PRECISION

INSTRUMENT APPROACH PROCEDURES

28.0.1 APPROACH BRIEFING

The PF will carry out an approach briefing.

• Position of top of descent

• Weather
• Anti-ice requirements
• Approach Chart Number and Date
• Type of Approach
• Terrain Clearance
• Routing Altitude and Speed Restrictions
• Transition Level
• Vertical and horizontal approach pattern including hold.
• Radio Aid Selection
• DH/MDA
• Missed Approach Procedure.

Runway Surface condition and crosswind Airfield restrictions,

obstructions and abnormalities

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28.1 OPERATIONAL PROCEDURES ASSOCIATED WITH

PRECISION AND NON-PRECISION INSTRUMENT
APPROACH PROCEDURES

28.1.1 APPROACH
Descent speeds stipulated in the appropriate flight Manual/Airline
Policy should be adhered to.

The Commander has the discretion to vary the descent technique in

order to meet the ATC requirements.

"Fasten Seal Belt" sign shall be switched on when descending through

10,000 ft.

Below 10,000 ft. all Company aircraft shall maintain 250 Kts. or less
unless due to safety/ATC reasons a higher speed is required.

Below 10,000'appropriate external lights will be kept on. The altitude

alert system should be respected during descent. The approach
checklist shall be completed on reaching transition level. Upon
leaving transition level the altimeter shall be set to the QNH of the
destination airport and cross checked. The descent and approach
checklist should be completed before the commencement of TOD or
as soon as possible alter initiating descent.

A look out should be established for other air traffic and birds. The
Commander should utilize all available flight crew to assist in "bird
watch" when heavy bird activity is reported around the airfield.

For all Instrument Approaches both Pilots shall have the relevant
instrument approach chart available for ready reference throughout the
approach and full use shall be made of the navigational equipment.

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For all instrument approaches in IMC the Auto Pilot (If available)
shall be used.

The PNF should handle the ATC communications and the PF shall
monitor them.

During the approach the Co-Pilot and Commander shall promptly

inform each other of all clearances, traffic information and other
information concerning the progress of the flight. ATC instructions,
approach procedures and use of checklists must be followed.

Descent below DH/MDA may not be made until visual cues

associated with the type of approach are clearly established.

If a radio facility is listed as "ground checked only awaiting flight

check" it shall not be relied on.

During radar vectors the Commander must ensure that the aircraft has
been positively identified by the Radar Controller. During Radar
vectors it is the responsibility of the Commander to ensure that
adequate terrain clearance is available.

Airports surveillance radar (ASR) provides more precise information

on aircraft position. However, if an aircraft is assigned an altitude that
is lower than either the MEA, MORA or MSA the Pilot should
confirm from the controller that the altitude is above the Minimum
Vectoring Altitude (MVA). If the Commander is not satisfied with
any altitude assigned he should refuse the clearance and request the
altitude that he considers to be safe.

When operating on an unpublished route or while being radar

vectored and after the Pilot is "cleared for the approach", the Pilot
must maintain the last assigned altitude unless a different altitude is
assigned by the ATC or until the aircraft is established on a segment
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of a published route or instrument approach procedure. After the

aircraft is so established, published altitudes apply to each succeeding
route or approach segment.

The missed approach procedure shall be clearly understood by both

the Pilots and shall be reviewed along with the aircraft "Go Around"
procedure before commencing an instrument approach.

The Commander has the necessary authority to discontinue an

approach and execute a missed approach if :

• The approach is not stabilized.

• A safe landing will not result from the approach.

• The aircraft is destabilized during wind shear/or the Pilot is

unable to maintain the aircraft within the prescribed flight path.

• Sudden weather deterioration occurs.

• Bird menace will not permit a safe continued approach.

• During the approach, the altitude alert system shall be set in the
following order Transition level/cleared altitude.

- Initial approach altitude.

- Final approach altitude.

- Missed approach altitude.

The use of radio altimeter on CAT 1 Precision Approach and Non-

Precision Approach shall not be used to identify DH/MDH. It should
only be used for reference only.
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During all approaches the PNF shall tune and identify all radio
facilities being used.

28.1.2 ILS APPROACHES

• Both Pilots must positively determine that the ILS is operating
normally. It shall be checked by observing the movement of the
indicator needles, Hag warning and by the coded identification.

• The procedure turn is to be flown as charted.

• A straight in ILS approach is permissible when the Commander is

assured that localizer will be intercepted at least 3 miles outside
the outer marker. This distance may be reduced if he is satisfied
that he can be properly positioned for the approach by the time he
passes the outer marker.

• The outer marker/outer locator or other specified final approach

fix must be crossed at the approved altitude. Positive
identification of that point must be made before descent is
initialed. Altimeter must be cross checked while crossing the final
approach fix.

• If at any time there is any doubt of proper functioning of either

the required air borne or ground operating equipment the
approach shall be discontinued. However, the Pilot should be
prepared at the time of reaching the outer marker/FAF to execute
an approach without glide slope to localizer MDA if so
authorized in a particular approach.

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28.1.3 NDB APPROACHES

• Passage over the stations must be shown by reversal of the ADF
needles before descent is initiated to the altitude shown on the
approach chart.

• If at any time there is a malfunctioning of the airborne or ground

equipment, or the Pilot is unable to maintain the prescribed track
the NDB approach shall be discontinued and the missed approach
procedure initiated.

28.1.4 VOR/DME APPROACH

The HSI shall lie used in flying the approach. The RMI needles
should only be used as a secondary reference in establishing the
course to or from the station. The assigned altitude must be
maintained until established on a published segment of approach and
approach clearance has been received. If at any time there is an
apparent malfunctioning of the VOR/DME airborne or ground
equipment or the Pilot is unable to maintain the prescribed track the
approach shall be discontinued.

28.1.7 ESTABLISHMENT OF THE APPROACH SLOT

• Approaching finals, the Pilot should maneuver the aircraft until
the desired angular view of the runway, which from experience
indicates is the normal approach slot, appears in the windshield.
At this point a rate of descent is established to maintain the
desired approach angle to the runway.
• Pilot may regard standard VASI indications as defining the safe
approach path. These indications may be followed until the
runway threshold disappears under the nose of the aircraft. Pilots
should regard any departure from the VASI glide slope as a
departure from the ideal approach path.

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• The following visual illusions can cause an aircraft lo be lower

than it appears to be:

- An up slope in either the runway or the approach zone

Runway lighting set to intensity lower than normal

- Condition affecting depth perception such as haze, smoke

and darkness

- Runway conditions such as snow cover Runway width less

than standard

The ever present possibility of visual illusion makes it absolutely

necessary to use all available means to confirm the visual
impression of the slot.

28.1.8 ALTITUDE AND RATE OF SINK

Deviation from the desired visual approach path will be shown
immediately by both altitude and sink rate indications. Before these
indications can be useful, the Pilot must know what the approx.
altitude and sink rate should be for the anticipated ground speed. With
known altitude and target sink rate, the ADI and VSI can be used as
reference to detect a shallowing or a steepening approach.

Through experience the Pilot knows the altitude required to maintain

the ILS glide path. This altitude will vary slightly due variations in
glideslope angle and ground speed. This same target altitude should
be used with sink rate to confirm and monitor the visual approach.
Rate of sink is an effective aid in recognizing the normal approach
path and deviation from normal. Rate of sink will vary only with the
approach angle and/or the ground speed.

Ground speed varies over a considerable range with changes in:

• Gross weight
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• Surface wind
• Altitude and temperature

28.1.9 THRUST MANAGEMENT

Target speed / Vapp must be established early in the approach and
maintained at least up to the start of the flare. With air speed constant,
a variable is eliminated making the use of altitude and sink rate
considerably more effective in monitoring the approach path. Close
monitoring of the approach speed and immediate thrust corrections
are required to maintain the target speed. Thrust management is the all
important factor in speed control.

Thrust must equal drag to maintain the required air speed. If thrust is
insufficient, air speed will decrease, and lift will decrease. The nose
will be raised to maintain the slot leading to an increase in drag and a
further decrease in air speed. Unless thrust is added immediately, the
aircraft will continue to decelerate. This further decrease in air speed
will require a larger increase in thrust. The attitude will also have to
be increased. Thus, a close monitoring of air speed is of paramount
importance.

If significant speed decay below target occurs and the aircraft is

allowed to settle due to the decreasing air speed, a larger thrust
increase will be required to re-establish the aircraft in the slot.
Changes in air speed and sink rate can be quickly detected on the
instruments. Changes of the visual appearance of the approach path,
however, are not so readily apparent.
Another important factor that must be considered is engine "spool up"
time. A jet engine at idle requires a significant amount of time to
accelerate to required thrust specially so for high by-pass ratio
engines.
The importance of engine spool up time and thrust required can be
shown by considering a steep approach/noise abatement approach. If
the aircraft were descending to the slot of target air speed +5 instead
of target +15 with a high sink rate and engines at idle, establishing a
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normal slot would cause a loss of air speed. Even though the throttles
were advanced, the speed would continue to bleed off until thrust
sufficient to stop the deceleration was developed. The Pilot could find
himself below the desired approach path, below the target speed and
using a large amount of thrust to stop the deceleration. The thrust
required to accelerate back to target and climb into the slot would be
substantial. When sink rates are high, excess speed is desirable.

28.1.10 APPROACH ANGLE

To ensure adequate "gear" clearance over the beginning of the runway
and stopping within the available distance, two items have to remain
constant. If they are not constant, the landing will either occur too far
down the runway or the gear may not clear the approach end. The
approach angle for crossing threshold height the two factors to be
considered are the TDZE (Touch down zone elevation) and height of
the under carnage. TDZE is the higher elevation for the first 3000ft of
the landing runway. Considering the above factors we have calculated
that the threshold crossing height shall be 50ft and the same has been
included in our standard call outs. This is approximately for 3° glide
slope angle. The two constants are:

• The touch down 1000 ft target from the approach end

• The angle at which the touch down target is met.

Target speeds vary with gross weight/aircraft configuration. Sink rates

vary with wind velocity. Wind shear may cause large changes in sink
rate. But, the angle at which the touch down target is met should be
adhered to "like going clown a hollow pipe". When making a visual
approach the slot to the 1000 ft target will be determined visually. The
predetermined sink rate should be used in maintaining the flight path
in the visual profile. When established in the slot and on target air
speed the angular view framed in the wind screen should not
materially change. If the aircraft is in the slot at target speed +10 kts
and the speed is then reduced to target the angular view in the wind
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screen will have to change. The body angle, as read from the ADI
must be increased if the slot is to be maintained at the lower speed.
Thrust that held target speed +10 kts will not hold target speed
because of the drag increase. Thrust required may be even higher to
hold the target speed. Thrust applications that gave speed increases at
target +10 kts will not give a comparable speed increase when the
speed is reduced to the target speed. The drag increase at target speed
compared to the drag at target +10 causes a need for more thrust.

If a fast speed reduction is made close in, the nose must be raised
otherwise the aircraft may slip out of the bottom of the slot and an
undershoot/hard landing could occur.

There are two main advantages for being in slot and on target speeds
as soon as practical:

• It removes any need for large pitch/speed changes close in.

• Correcting minor speed deviations is easier, since the aircraft is
basically "speed stable".

When the runway outline is cut off by poor visibility, one's ability to
judge the flight path angle and the visual slot is degraded.

28.1.11 LANDINGS
The before landing check must be completed by the time the aircraft
crosses the final approach or before reaching MDA or by 1500 ft in
case of a visual approach.

At least 5 minutes before landing PNF will recycle the 'Fasten Seat
Belt Sign' On/Off 3 times. This will indicate to the cabin Crew that
they have to prepare the cabin for landing and return their duty
stations. Before landing the PNF shall obtain a landing clearance. The
Pilot requesting landing permission shall confirm to the control tower

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that the landing gear is down and locked and this shall be cross
checked by both Pilots.

All landings shall be made with the recommended landing flap. The
target speed/ Vapp should not exceed 1.3 Vs plus 10 kts for a normal
approach after application of wind corrections as laid down in the
aircraft FCOM/FCTM.

Landing techniques stipulated in the aircraft FCOM/FCTM should be

followed and no attempt be made to unnecessarily float the aircraft to
achieve a smooth touchdown. Landings must be attempted with
caution if wind shear has been reported or is anticipated.

Landings will not be made on runways where there is standing water,

slush or wet snow to a depth in excess of the limitations laid down in
the Aircraft Flight Manual.

Pilots should be alert for a possible loss of direction control associated

with the use of reverse thrust. If corrective action to maintain direction
control is not effective, the throttles should be returned to reverse idle
and the aircraft stopped using spoilers and brakes. Flight Manual
stopping distances are based on using spoilers and brakes without
using reverse thrust. If directional control is still a problem it may be
necessary to use forward thrust to maintain the aircraft within the
runway.

Loss of directional control on a dry runway during landing and reject

take-off is characterized by the ability to control the heading of the
aircraft but not its track. The problem centers around the cornering
capabilities of the tyres and side loads on the landing gears. Throttles
should not be returned rapidly from high reverse thrust to forward
thrust because of the high residual RPM which would remain when
the engine returns to forward thrust.

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All landings should be made as near as possible lo the target 1000 ft

touchdown area on the runway. Alter landing unless otherwise
instructed. Pilots must clear the active runway as soon as possible.
Back tracking on an active runway or a parallel runway is prohibited
unless approved by ATC.

In conclusion, the Jet Aircraft landing technique is 'where' you land

and not 'how' you land. It would be ideal to combine the 'where' with
the 'how', but it is important to remember that "where" always
precedes 'how".

28.2 CONTINUOUS DESCENT FINAL APPROACH (CDFA)

4.2.1 Background
The majority of controlled flight into terrain (CFIT) accidents happen
on approaches with no vertical guidance. Statistically, the risk of an
accident during approach and landing phase is five times greater in
case of a non-precision approach as compared to a precision approach.
Especially vulnerable are night time visual approaches into airports
surrounded by darkness to runways without a PAPI or VASI.
Traditional step-down approaches are based on an obstacle clearance
profile and are not considered suitable for modern turbine-powered
aircraft. The potential vulnerability of 2-dimensional approaches can
be reduced by introducing constant descent angle procedures for non-
precision instrument approaches. The purpose of this circular is to
implement procedures by which the flight crews can fly an
appropriate stabilized vertical profile to the runway threshold while
conducting non-precision approaches.

The ICAO Procedures for Air Navigation Services-Aircraft

Operations (PANSOPS) prescribes a stabilized approach in that the
aircraft must be in a stabilized position at a certain altitude. For an
optimum approach technique, the stabilization should not only exist at
a certain position, but should be a continuous state, established as
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early as possible after joining the final approach track. An optimum

landing maneuver requires the aircraft to reach the decision altitude or
point in a stabilized state, in order to allow sufficient time for the pilot
to assess the visual cues for the decision to land or to go-around. The
aircraft attitude and position relative to the runway should be similar
in each approach, to the greatest extent possible, in order to permit the
pilot to utilize similar Standard Operating Procedures for all types of
instrument approaches. CDFA stands for Constant Descent Approach.
The idea of CDFA is to fly a constant angle approach even if a glide
slope or visual slope indicator such as a VASI or PAPI is unavailable.
CDFA involves making a stabilized constant angle descent rather than
a quick descent to the MDA followed by flying level at the MDA until
the runway environment is in sight.

CDFA has the following advantages as compared to the

traditional step down approaches:

1. The technique enhances safe approach operations by the

utilization of simplified standard operating procedures;
2. Approach technique reduces pilot workload and enhances
situational awareness;
3. Approach profile affords greater obstacle clearance along the
final approach course;
4. Approach technique is similar to ILS technique, including the
missed approach and the associated go-around maneuver;
5. Approach technique offers procedural integration with VNAV
approaches;

6. Aircraft attitude when on a constant angle descent path facilitates

acquisition of visual cues;
7. The constant angle descent profile flown in a stabilized manner is
the safest approach technique for all types of approaches;
8. Approach profile is fuel efficient; and
9. Approach profile affords reduced noise levels.

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The purpose of this Air Crew Notice is to provide guidance to pilots

to for executing approaches using constant descent angle procedures.
Modern aircraft (aircraft typically equipped with multi-sensor RNAV
Flight Management Systems (FMS), Electronic Flight Instruments
and Electronic Map displays) may utilize VNAV and other navigation
system capabilities to conduct CDFA. Further operational and safety
enhancements can be achieved through the use of features like GPS
navigation and RNP capability where available in the advanced
aircraft. These procedures can be flown by all types of aircraft, though
additional navigation capability, if available, can be used to
supplement the information provided by the primary aids. Regardless
of the additional on board navigation capability, the navigation aids
on which the procedure is based are always to be used as primary
navigation aids to conduct all instrument approaches.

28.2.2 CDFA procedures Derived Decision Altitude (Height)

(DDA(H)) Concept

Nothing about CDFA changes the fact that the MDA or step down
altitudes must be respected. CDA is merely a way to descend to the
MDA in a manner such that if you see the runway at MDA you can
continue with minimal adjustments to the flight path. With CDFA, the
MDA is always respected and the requirements of ICAO PANS-OPS
in respect of descent below the MDA do not change- It is not
permissible to descend below the MDA unless the required visual
reference is established. It must be understood that if a go around is
initiated at MDA while descending, the aircraft will go below the
MDA during the missed approach maneuver, which is not allowed. To
compensate for this, pilots must add a margin of 50 feet to the
MDA and call it a Derived Decision Altitude (Height) (DDA(H)),
so that executing a missed approach at the DDA(H) will not cause the
aircraft to descend below the MDA. Derived Decision Altitude
(Height) (DDA(H)) is a point located on the centerline of the

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approach track and of the stabilized descent profile at an altitude

defined by the operator.

CDFA would allow the aircraft to be flown on the published descent

path from the final approach fix (FAF) to the DDA(H). The DDA(H)
is a point from which a stabilized approach can be continued visually
to a landing; or, if visual reference not established, a point from which
a missed approach can be initiated and conducted with the assurance
that the aircraft will not descend below the MDA(H) or below the
state published OCA(H), whichever is higher. Flight crews need to
confirm that the descent path will remain at or above all step-down
fixes published on the approach chart.

Flight technique
The continuous descent final approach technique can be flown using
almost any published non-precision approach when the control of the
descent path is aided by either:

1. A recommended descent rate based on estimated ground

speed provided on the approach chart; or

2. The descent path depicted on the chart In order to facilitate

the requirement above, the pilot shall use charts that depict
the appropriate crosscheck altitude/height with the
corresponding range information, or such information shall
be calculated and provided to the flight crew in an
appropriate and usable format.

To achieve a continuous descent flight path on an approach procedure

where step-down fixes are specified, descent may be delayed until
after passing the FAF in order to avoid a level-off at the steps.
Alternatively, the FAF may be crossed at a higher altitude after
obtaining prior ATC clearance. If the required visual reference is not
established at the DDA(H), the missed approach procedure must be
executed without delay and there should be no level flight segment.
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Any turning maneuver associated with the missed approach should

not be initiated before reaching/overflying the MAPt. If the aircraft is
above the optimum flight path, the published missed approach point
could be reached prior to the DDA(H). In such a case, an immediate
missed approach should be initiated.

There are three key elements to the CDFA brief:

- Computed Landing Altitude

- Reference landing altitude should be 50 feet over the runway
threshold (TDZE+50‟)
- Computed Touchdown Position- Used to determine the zero
distance reference. From this point, the altitude checks at
various distances from runway should be worked out, if not
available from the approach chart.
- Computed Descent Rate- all approaches are to be flown at a
computed constant descent rate to a decision point (DDA(H))
where a decision is made to either land or go around. A
descent rate correction of not more than +/- 300 fpm from the
reference computed descent rate may be made during the
final approach. If more than +/-300 fpm correction is
required on the final approach, the approach is considered
unstabilized and a go-around should be initiated.
(Momentary corrections exceeding +/- 300 fpm do not
require a go-around). At DDA (H), if the required visual
reference is not established, an immediate missed approach
must be initiated. Aircraft should climb on track to MAPt,
and then follow the published missed approach procedure.
Crew shall be responsible for respecting MDA/OCA and all
step-down minimum altitudes.

Approaches with a FAF:

Approaches which have a FAF established may be used for a straight-
in approach. The distance of the aircraft from touchdown may be

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determined using any of the following aids: DME FMS GPS ATC
Radar

Approaches without a FAF:

Where a FAF is not defined in the chart, a pseudo FAF can be worked
out on the inbound track, based on the initial approach/intermediate
altitude. From this point, a rate of descent can be computed, ideally
for a 3 deg glide path. A straight-in approach may be conducted if the
pseudo FAF and the distance of the aircraft from touchdown can be
determined using any of the following aids: DME FMS GPS ATC
Radar The responsibility of the crew in respect of minimum altitudes
is considerably more demanding when a FAF is not defined in the
approach chart, hence the crew must use all possible resources
including ATC radar to monitor their position.

Use of Approach VNAV

Modern vertical navigation capabilities like VNAV should be utilized
after developing suitable procedures and accounting for the system
limitations such as navigation database integrity and reversion modes.
The advantage of approach VNAV is the availability of continuous
vertical path information and reduced workload. Air operators should
develop SOPs based on the considerations of flight instrumentation
(e.g., EFIS, FMS), mode status (e.g.,LNAV/VNAV), monitoring (e.g.,
ANP, raw data) and deviation alerting (e.g.,alerts, mode reversion).
The key element of approach VNAV is the availability of a vertical
angle from the FMS navigation database. The recommended range of
acceptable vertical angles for Category “A” & “B” aircrafts is 2.75 to
3.77 degrees and for Category “C”, “D” & “E” aircrafts is 2.75 to 3.5
degrees. Any approach with requirements outside this range should
not include a vertical angle. The revised ICAO PANS-OPS, Volume
1, Part III, Chapter3, Para 3.5.4 states that compatible with the
primary safety consideration of obstacle clearance, non-precision
approach design shall provide the optimum final approach descent
gradient of 5.2 per cent, or constant slope of 3 degrees, providing a
rate of descent of 50m per km (300ft per NM). Information provided
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in approach charts shall display the optimum constant approach slope.

For approaches flown coupled to a designated descent path using
computed electronic glide slope guidance (nominal 3 degree path) the
descent path should be appropriately coded in the FMS database and
the specified navigation accuracy should be determined and
maintained throughout the approach. VNAV approaches are not
authorized using QFE. VNAV may only be used if the approach chart
depicts the VNAV descent angle and descent path, and the coded
VNAV descent angle is displayed on the final approach segment of
the FMS legs page when the appropriate non-precision approach is
selected from the database. Crew is not permitted to add waypoints
manually or modify the final approach segment of the selected
approach procedure. The coded vertical angle may not intersect the
final approach fix at the final approach fix altitude and hence the
aircraft may have to fly a short level segment after passing the FAF.
Flight crews should verify that the VNAV function is operating in the
“path” mode as opposed to the “speed” mode to ensure that the FMS
will fly the vertical angle contained in the database.

Vertical deviation should be monitored using the indication on the

map display and the FMS CDU progress page. The acceptable vertical
deviation criteria should be determined by the operator for the purpose
of deviation alerting. Though the required callouts on approach will
be identical to those used for an ILS approach, it should be kept in
mind that automatic lateral or vertical deviation alerting may not be
available from the aircraft instrumentation. VNAV approaches are
based on the use of barometric vertical path computations and as a
result subject to the effect of temperature deviation from the standard.
Under extreme cold temperature conditions (ISA-45deg), the vertical
path angle can decrease by as much as 0.5 deg. Applying a correction
to FAF crossing altitude will not correct this problem. Hence it may
not be possible to use VNAV under extreme temperature conditions.
Company will validate the navigation database integrity of every
approach procedure which they intend to use by conducting at least
one trial approach and establishing a suitable system for fault
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reporting by flight crews to monitor effectiveness and refine

operational procedures.

28.2.3. Training and qualification

Company shall formulate procedures to implement CDFA and
incorporate the same in their SOP. Adequate training is to be imparted
to the crew on the revised procedures in the simulator/aircraft. For
procedures where a FAF is not established, the operator should
provide guidance to the crew on defining a pseudo FAF and the
technique for flying the final approach. The training should emphasize
the need for good task sharing and CRM to enable accurate flight path
control and deviation alerting. The policy for the establishment of
constant angle descent path and stabilized approach shall be enforced
both during initial and recurrent training and the following points will
be included in the SOPs: - Method for computing the DDA(H). The
conditions where an increment to the MDA of more than 50 feet is
required should be spelt out. - Method for applying cold temperature
correction to the DDA(H) and other minimum altitudes. - Minimum
altitude with autopilot engaged. - Criteria for deviation alerting
callouts. – Stabilized approach criteria for CDA

- Formula for converting the glide angle into descent gradient

and vice versa.
- Procedure to deal with the loss of distance information
- Requirement for raw data monitoring.

The overall responsibility for respecting the minimum altitudes lies

with the crew. If the position of the aircraft cannot be determined with
reasonable accuracy, the crew may revert to conventional approach
procedures. In order to gain proficiency flight crews are be
encouraged to practice CDFA approaches using ILS (Glide Slope
Out) and other non-precision approach procedures in VMC.
Proficiency check shall include at least one CDFA to a landing or go
around as appropriate. The approach should be operated to the

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applicable DDA(H); and if conducted in a simulator the approach

should be conducted to the lowest approved weather minima.

Emphasis during training should be placed on the flight crews:

- Need to maintain situational awareness particularly with
reference to the vertical and horizontal profile;
- Need to maintain good communication;
- Ability to maintain accurate descent path control particularly
during any manually flown descent phase. The pilot-not-
flying should facilitate good flight path control by:
- Monitoring of flight path during the whole approach
including flight below DDA (H) to the landing.
- Communicating any altitude/height crosschecks prior to
passing the actual point;
- Calling out significant deviations from target rate of descent.

Actions to be taken at the DDA (H):

- Need to ensure that the decision to go around must at the
latest be taken upon reaching the DDA(H) in order to avoid a
descent below the published MDA(H), specifically in the
case of a very early missed approach point (application of an
“approaching minima” call);

- Understanding the need for prompt go around action when at

DDA(H) and the required visual reference has not been
established; - Understanding the significance of flying a
CDA to a DDA(H) with an associated MAPt; -
Understanding the technique of flying an early go around
maneuver when flying a CDFA to a DDA (H) with an
associated MAPt; and - Procedures for airplane types that
may require a late change of configuration/speed during final
approach.

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28.2.4 Conclusion
CDFA offers a significant safety improvement for non-precision
approaches under all conditions by providing a more stabilized flight
path and reducing crew workload. It will greatly reduce risk of error
and the potential for CFIT related accidents. The resulting stabilized
approach from the FAF to the runway greatly simplifies the flight
crew’s task on final approach and allows them more time to focus on
acquiring the runway environment and conducting the landing. This in
turn should result in a higher success rate in landing off non-precision
approaches, besides supporting the ICAO goal of having all
approaches stabilized by 1000 feet AGL in IMC.

CDFA GENERAL PROCEDURES FOR ALL AIRPORTS

In order to keep abreast of the latest developments, pilots should
practice the low power/low drag (LP/LD), Continuous Descent Final
Approach (CDFA) procedures on a regular basis. Regular adherence
to these procedures also has fuel saving benefits. It must be borne in
mind that the Radar Controller while planning an approach assumes a
descent flight path of 300 ft /Nm and a rate of descent of about 800 ft.
/min. This could be achieved by various individual methods of
calculation to achieve perfection. The suggested methods are detailed
in respective SOPs.

Fine tuning the descent path may be achieved by judicious use of V/S
mode to reduce descent rate or flight level change mode with speed
brakes if required to increase descent. Following points may be borne
in mind: Speed brakes should be considered as a preferred method of
increasing drag to maintain correct descent flight path until their use is
limited by selection of flaps.

Landing Gear: Unless there are other reasons requiring early selection,
landing gear should normally be lowered between 2000 ft and 1800
ft.(AAL). V/S Mode should be used to maintain or fly towards the
glide path from below without recourse to level flight. Minimum rate

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of descent (ROD) below 6000 ft. should not be less than 200 ft. per
min.

Idle Descent is not a preferred means to achieve CDFA due to

uncontrolled ROD in this mode. However, if there is a requirement to
increase ROD from what is possible in idle descent then the same
should be achieved by selecting speed brake in this mode. Final
landing configuration should be achieved by about 1500 ft. (AAL)
and all landing dry runs and checklists completed by 1000 ft. (AAL).
For our operations, full thrust reversers must be applied and thereafter
the reversers should be regulated to commensurate with deceleration
and runway occupancy requirements, unless the use of reversers is
prohibited due to local noise restrictions, in which case, reversers may
be applied only upto idle.

NOTE: In spite of the noise restrictions, full reversers may be used in

an emergency.

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29.0 NIGHT AND IMC INSTRUMENT APPROACH AND

LANDING OPERATIONS

29.0.1 PROCEDURES FOR NIGHT AND IMC INSTRUMENT

APPROACHES
Night and IMC Instrument approach procedures require special care
and attention with regard low altitude awareness, inadvertent descend
below MDA and maintaining (the stipulated out bound and in bound
approach tracks. These operations must be carried out with autopilot
engaged when it is serviceable. There exists a greater possibility of re-
entering fog at very low altitude. The low decision heights associated
with instrument approaches require an instantaneous decision on
visibility, alignment, etc. by the Pilot-Flying. One Pilot will monitor
the flight instruments continuously during instrument approach for out
of parameter excursion.

29.1.1 STANDARD CALL OUTS (IMC/VMC CALL OUTS)

During take-off and approach the PNF shall give the laid down
standard call outs. Some call outs may be modified or added as per the
Aircraft FCOM/FCTM. It is important that the PNF only call
significant deviation and not give a running commentary which may
distract the PF.

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29.1.2 VFR APPROACHES

Note 1– The PNF' will mostly remain "Head Down" and monitor the
PHASE BY CALLOUT RESPONSE BY

1000'ABOVE PNF 1000'ABOVE "CHECKED" PF

AIRFIELD FIELD.NO
ELEVATION SIGNIFICANT
DEVIATION

500'ABOVE PNF 500'ABOVE "CHECKED" PF

AIRFIELD FIELD.NO
ELEVATION SIGNIFICANT
DEVIATION

flight instruments to touchdown or Go Around the promptly call out

significant deviations as given below:

- Rate of Descent more than 1000 fpm or less than 400Fpm.

- Approach Speed (VAPP/Target)-more than 10Kts or less than

VAPP/Target.

- Pitch Attitude - more than 10° Nose Up or 2.5° Nose Down.

- Any significant deviation from average thrust setting.

- Any Wind shear observed due sudden change in IAS.

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Note 2 – Identify runway positively before landing, especially when

similar direction/close proximity runway exists.

Note 3 – In case PNF misses out any standard/significant callout. PF

shall make the required callout.

Note 4 – PNF shall loudly announce "MY CONTROLS" and

promptly initiate a Missed Approach in case PF' does not respond to:

• Any Significant deviation callout or

• Two verbal communications from the PNF

Note 5 – The PF shall call out "W1NDSHRAR GO AROUND" in

case Missed Approach has been initiated due to wind shear. (Refer
FCTM for Wind shear Go Around Procedure).

29.1.4 IFR APPROACHES

PHASE BY CALLOUT RESPONSE BY

1000' TO INITIAL PN 1000' TO INITIAL "CHECKED" PF

APPROACH ALT. F APPROACH ALT.

FIRST POSITIVE PN ALIVE "CHECKED" PF

MOVEMENT OF F (RADIAL/LOC/GS)
RADIAL/LOC/GS

FAF INBOUND PN OVER "CHECKED" PF

F (OM/VOR/NDB/FAF)
CROSSING
ALTITUDE ON QNH

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1000'ABOVE PN 1000' ABOVE FIELD "CHECKED" PF

AIRFIELD F
ELEVATION

100' ABOVE PN 100' TO MINIMUM "CHECKED" PF

MINIMUM F

RUNWAY PN APPROACH/RUNWA "CHECKED" PF

ENVIRONMENT F Y LIGHTS IN SIGHT
INVISUAL
CONTACT

REACHING PN MINUMUMS "LANDING/GOIN PF

MINIMUM F G
AROUND"OR
"MDA
CHECKED"

ADDITIONAL CALLOUTS FOR NON PRECISION APPROACH

REACHING PNF "MDA RUNWAY "CHECKED” PF
MDA INSIGHT/ INSIGHT/NOT”
SIGHT

DEV FROM PNF "BELOW/ABOVE "CHECKED” PF

MDA MDA"

REACHING MAP PNF MAP LANDING/GO PF

AROUND/CIRCLIN
G

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Note 1 – The PNF will remain mostly "Head Down and monitor the
flight instruments till PF has the runway in sight or through the
missed approach. In addition to standard callouts, the PNF shall
promptly call out any significant deviation as mentioned below:

Rate of Descent more than 1000 fpm or less than 400 fpm.

• Approach Speed (VAPP/Target) - more than 10 Kts or less than

VAPP/Target.

• Localizer - 1 dot or more deviation,

• Glideslope - 1 dot or more deviation.

• Pitch Attitude - more than 10° Nose up or 2.50 DEG Nose Down.

• Any significant deviation from average thrust setting.

• Any wind shear observed due sudden change in IAS.

Note 2 – The PF shall remain "Head Down" up to 500' above

minimums for Non-Precision Approaches and 300' above minimums
for Precision Approaches, and thereafter start adjusting scan for
outside visual cues to be in visual contact with the runway
environment.

Note 3 – The PF will execute a missed approach in case:

• Unable to establish visual contact with the runway environment

by DA/Missed approach Point.

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• Improper alignment of the aircraft with the runway.

• Unstabilized approach

Note 4 – The PF shall loudly announce decision "LANDING" upon

establishing visual contact with the runway environment and in proper
approach profile.

Note 5 – In case the PF does not make the callout to land by

DA/Missed Approach Point, PNF shall loudly callout "GO
AROUND". In the absence of a response from the PF, PNF shall
initiate a Missed Approach.

Note 6 – 1n case PNF misses out any standard/significant callout, PF

shall make the required callout.

Note7 – PNF shall loudly announce "MY CONTROLS" and

promptly initiate a Missed Approach in case PF does not respond to:
Any significant deviation call out • Two verbal communications
from the PNF

Note 8 – The PF shall call out "WINDSHEAR GO AROUND" in

case Missed Approach has been initiated due to wind shear. (Refer
FCTM for Wind shear Go Around Procedure).

29.1 VISUAL ILLUSIONS

Although all pilots will have suffered from visual illusions of one kind
or another when flying, the majority of the illusions will probably
have passed undetected unless they lead to noticeable events. It is,
therefore, important to recognize that we are all vulnerable to visual
illusions.
Pilots must be aware of the effect of visual illusions specially the
Black Hole Effect.
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The term "Black Hole" refers to the terrain below the approach to the
airport, not the airport itself. Simply put a "Black Hole Approach" is a
long, straight -in approach (at night) to a brightly lit runway over
featureless and unlit terrain. The following factors contribute to visual
illusions: optical characteristics of windshields; rain on the
windshield; effects of fog, haze, dust, etc. on depth perception the
angle of the glide slope makes a runway appear nearer or farther as
does a very wide or very narrow runway; variations in runway
lighting systems; runway slope and terrain slope; an approach over
water to the runway; the apparent motion of a fixed light at night (auto
kinetic phenomenon).

The visual cues by which a pilot makes judgments about the landing
approach are largely removed if the approach is over water, over snow
or other such featureless terrain or carried out at night. A particularly
hazardous situation is created if circumstances prevent him from
appreciating ground proximity before touchdown.

29.1.1 The typical illusions in approach are:

a) Depth & distance illusions

b) Sloping terrain - Sloping terrain towards the runway may give a

feeling of being too low & vice-versa.

c) Sloping Runway can also give a false perception of height.

Upslope may give feeling of being high & vice-versa

d) Width of the Runway -When runway is wider than the normal it

will appear closer &vice-versa.

e) When there is a down slope expect a below glide path illusion.

You will be higher than you appear to be.
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29.1.2 ILLUSIONS DUE VISIBILITY RESTRICTIONS

Under conditions of haze, smoke, dust, glare, or darkness, expect to
appear higher than you actually are.

Shadows are one of the key factors in depth perception. Their

absence, when due to visibility restrictions, unknowingly confuses the
pilot. Since he can't discern the shadows he normally sees at a given
height, he interprets his altitude as being higher than it actually is.
This effect is also encountered during night (especially blackout)
landings. Another serious case is encountered in a smoke or dust layer
lying low across the threshold. The effect varies with individuals and
is modified by the intensity and clarity of runway lighting. It is best
exemplified by the tendency, when on a precision approach, to reduce
power and drop below glide path as soon as the runway is seen.
Moisture on the windshield interferes with visibility and may cause
any type of "off glide path" illusion. Light rays will retract (bend) as
they pass through the layer of moisture on the windshield. Depending
on the particular aircraft and pattern of ripples across the windshield,
you can appear to be above or below the glide path or. left or right of
centre line. This can be as much as a 200 ft. error at one mile from the
runway which, when combined with the effect mentioned above could
result in touchdown three to five thousand feet short of the runway.

29.1.3 ILLUSIONS DUE RUNWAY LIGHTING

• Expect to appear higher than actual and farther from the runway
when the lights are dim.

• On a straight-in, clear night approach you will be farther from the

runway than you appear to be.

Turn a light upright and it will appear to be closer to you. Dim it and
it will seem farther away. Or more simply, bold colors advance, dull
colors recede. An approach to a brightly lit runway on a dark, clear
night has often resulted in touchdown far short of the runway. The
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effect is greatly increased in clear desert air or when approaching over

an unlighted desert or water surface. An approach over an area where
there are houses or other surface lights will decrease the contrast of
the high intensity runway lights. The absence of approach zone
lighting greatly increases the hazard.

29.1.4 ILLUSIONS DUE RUNWAY CHARACTERISTICS

• Expect to be higher than you appear when approaching a wide
runway and closer than you appear to a short, narrow runway.

A pilot bases part of his judgment on a mental comparison of the

runway to which he is accustomed. If his experience is with landing
on a 12,000 ft by 300 ft runway, he may touch down well short of a
4,800 ft by120 ft strip , which has the same relative proportions. Out
of the final approach, he will judge himself farther out and therefore,
higher above the ground than he really is. Irregularities in runway
surfaces can also cause a runway to appear much shorter when you
lose sight of the end after touchdown due to a hump between the
aircraft and the far end. This sudden 'shortening' of the runway could
result in blown tyres or hurried propeller reversal with a resultant loss
of engines, both of which end in a problem of keeping the aircraft on
the runway.

29.1.5 ILLUSIONS DUE RUNWAY CONTRAST

• Be alert for problems in depth perception when runway color
approximates that of surrounding terrain.

The snow covered runway, water landing on a glassy sea and night
landing on a dimly lit runway are extreme examples. But even lesser
conditions present severe problems in depth perception, resulting in
over and undershoots. The concrete runway on a sand surface in
bright sunlight or the macadam strip surrounded by dark jungle
foliage will give similar difficulties. Water on the runway in either of
the two later examples will heighten the effect. Maze or other
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visibility restrictions will serve to further reduce runway terrain color

contrast.

Illusions and their effects can be minimized by the Pilot who is aware
of the factors which produce them.

29.1.6 BLACK HOLE EFFECT

Night flying has always been more dangerous than daylight flying
principally because of the lack of perceptual clues and we depend on
to keep the shiny side up. We are all familiar with the false
perceptions one can fall prey to caused by using a sloping cloud deck
for a level horizon and the unsettling ambiguity caused by mistaking
sparse ground lights for stars. One can overcome these visual traps,
however by simply referring to the flight instruments on the panel.
The "'Black Hole Approach" is different in that a glance at the flight
instruments won't always clue you into the danger.

A "Black Hole Approach Illusion" can happen during a final approach

at night (no stars on moonlight) over water or unlighted terrain to a
lighted runway beyond which the horizon is not visible. When
peripheral visual cues are not available to the pilot to orient himself
relative to the earth he may have the illusion of being upright and may
perceive the runway to be tilted.

But what makes the "Black Hole Approach" so different and so

lethal? Well, first, referring to altitude indicator, altimeter, and turn
coordinator won't immediately alert you to the problem. Pilots who
succumb to the "Black Hole Illusion" are convinced, sometimes, until
it is too late, that they are on the proper glide path and all is going
well. Second, although you may know intellectually that the illusion is
taking place you will still have an overwhelming urge to believe your
false impressions. You can't take any training to keep from

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experiencing this illusion. The best defense is knowledge and

avoidance.

Some conditions make the "Black Hole" effect more pronounced. Be

alert for the Illusion when your observe these conditions:

• An Airport that is on the near side of a brightly lit city with few
or no terrain features or lights between the aircraft and the airport.
The brightness of the city lights will give the impression that they
are closer than they actually are.

• An airport that is on the coast or in very sparsely settled terrain.

This is the classic black hole scenario.

• At night with extremely clear air and excellent visibility. One of

the things we use to judge distance is the normal hazing that
distance provides. When the air is extremely clear, this lack of
hazing makes things appear much closer than they are.

COPING WITH BLACK HOLE ILLUSION

The most obvious action to keep from Black Hole Illusion is to avoid
long, straight-in approaches. The Black Hole Illusion disappears
within 2 to 3 miles of an airport, following VAS1/PAPI indications
while approaching will avoid getting into black hole approach
illusion.

29.1.7 PREVENTIVE MEASURES

Prior recognition of situation should be reflected by inclusion of item
in routine crew briefing. There is just one way to beat false
interpretation of motion. Put your faith in your instruments and not in
your senses. Refer to the altitude instruments constantly when flying
at night or in reduced visibility conditions.

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29.1.8 USE OF LANDING LIGHTS

Use of landing lights at night in low visibility conditions can be
detrimental to the acquisition of visual references. Reflected light
from water droplets or snow may actually reduce visibility.
Commanders are to use discretion for the use of landing lights in poor
visibility conditions.

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INTO TERRAIN AND GPWS

30.0 AVOIDANCE OF CONTROLLED FLIGHT INTO TERRAIN

AND USE OF GROUND PROXIMITY WARNING SYSTEM
(GPWS)

PREVENTION OF CONTROLLED FLIGHT INTO TERRAIN

ACCIDENTS

CFIT is defined as an event in which a mechanically normally

functioning aeroplane is inadvertently flown into the ground, water, or
an obstacle.

Controlled Flight Into Terrain (CFIT) has been and continues to be the
dominant reason for accidents involving aeroplane hull losses and
fatalities. There are two basic causes of CFIT accidents; both involve
flight crew situational awareness. One definition of situational
awareness is an accurate perception by flight crew of the factors and
conditions currently affecting the safe operation of the aircraft. The
causes for CFIT are the flight crews' lack of vertical position
awareness or their lack of horizontal position awareness in relation to
the ground, water, or obstacles. More than two-thirds of all CFIT
accidents are the result of altitude error or lack of vertical situational
awareness. Flight crew need to know where they are and the safe
altitude for flight. Flight crew is not going to knowingly fly into
something. CFIT accidents occur during reduced visibility associated
with instrument meteorological conditions (IMC) darkness, or a
combination of both conditions. Hence, flight crew must be aware of
the CFIT problem, and trained to prevent these accidents.

30.0.1 ROUTE AND DESTINATION FAMILIARISATION

Flight crew must adequately prepare for CFIT critical conditions, both
enroute and at the destination. Flight crew are provided with adequate

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means to become familiar with enroute and destination conditions for

routes deemed CFIT critical, as mentioned below

a) When making first flights along routes, or to destinations,

deemed CFIT critical. PIC are to accompanied by another
pilot familiar with the conditions.

b) Simulator training that realistically depict airport critical

conditions and the procedural requirements, is imparted to
flight crew before undertaking flights to those critical
airports.

c) Written guidance, dispatch briefing material, and video

familiarisation1 using actual or simulated representations of
the destination and alternatives should be provided.

30.0.2 CREW BRIEFINGS

The lack of communication can lead to breakdowns in flight crew

coordination and cross-checking. One of the best ways to let the non-
flying pilot know what to expect, is to conduct a briefing before each
take-off and each approach. While this seems elementary, many flight
crew simply ignore the obvious safety implications of the briefings.
Accident statistics show that the vast majority of accidents occur
during the approach at the destination airport. The approach briefing
sets the professional lone for safe arrival of aircraft at the destination.
The flying pilot should discuss how he or she expects to navigate and
fly the procedure. This will not only solidify the plan for the approach,
but it will inform the non flying pilot of the flying pilot's intentions,
which provides a basis for monitoring the approach. Deviations from
the plan can be more readily identified by the non-flying pilot. The
approach briefing should be completed before arriving in the terminal
area so that both pilots can devote their total attention to executing the
plan

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30.0.3 ACCEPTANCE OF ATC CLEARANCE

Sometimes, ATC may issue instructions that do not ensure adequate

terrain clearance. Such clearances are too often accepted by flight
crew without considering consequences. If an ATC clearance is given
that is likely to conflict with the flight crew assessment of terrain
criteria relative to known position, the clearance should be re-checked
with ATC, and suitable action should be taken.

30.0.4 USE OF AUTO-FLIGHT SYSTEMS

Proper use of modern auto-flight systems reduces workloads and

significantly improves flight safety. These systems keep track of
altitude, heading, airspeed, and flight paths with unflagging accuracy.
To assist in preventing CFIT, the proper use of auto- flight systems is
encouraged during all approaches and missed approaches, in IMC.
The auto-flight system should be used, if available, to reduce the
workload. While this technique may mitigate the problem with the
approach procedure, it can create another trap if the flight crew
becomes complacent and does not properly program the computer,
monitor the auto-flight system, make the proper cockpit callouts, etc.
In another situation, flight crew are encouraged to use the displays
that modern cockpits provide to assist them in maintaining situational
awareness. However, if they disregard the raw navigational
information that is also available, they can fall into a trap if any
position inaccuracies creep into the various electronic displays. The
importance of take-off and arrival briefings is stressed as a means to
overcome some of the factors associated with departures and arrivals.
However, if the briefings do not stress applicable unique information
or are done at the expense of normal outside-the-cockpit vigilance,
their value is lost and the flight crew can fall into another trap.

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30.0.5 ALTITUDE AWARENESS

The loss of vertical situational awareness is the cause of many CFIT

accidents. The contributing factors associated with this cause often
have to do with the barometric altimeter. These factors range from
mis-interpretation of the three-pointer and drum-pointer altimeter to
confusion resulting from the use of different altitude and height
reference systems, as well as altimeter setting units of measurement It
is essential that flight crew always appreciate the altitude of their
aeroplane relative to terrain and obstacles and the assigned or desired
flight path, by accomplishing the following

a) Ascertain the applicable MSA reference point.

b) Know the applicable transition altitude or transition level.

c) Use a checklist item to ensure that all altimeters are correctly set
in relation to the transition altitude/level. Confirm altimeter
setting units by repeating all digits and altimeter units in
clearance read backs and intra-cockpit communications.

d) Call out any significant deviation or trend away from assigned

clearances.

e) Upon crossing the final approach fix, outer marker, or equivalent

position, the pilot not flying will cross-check actual crossing
altitude/height against altitude/height as depicted on the approach
chart.

(f) Follow callout procedures

30.0.6 STABILISED APPROACHES

Analysis of CFIT accidents has revealed that an unstable approach is a

significant contributory factor in CFIT accidents. A stabilized
approach has the following characteristics:

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i) A constant rate of descent along an approximate 3° approach path

that intersects the landing runway approximately 1,000 feet
beyond the approach end and begins not later than the final
approach fix or equivalent position.

ii) Flight from an established height above touch-down should be in

a landing configuration with appropriate and stable airspeed,
power setting, trim and constant rate of descent and on the
defined descent profile.

iii) Normally, a stabilized approach configuration should be achieved

not later than 1,000 feet AGL in IMC. However, in all cases if a
stabilized approach is not achieved by 500 feet AGL, an
immediate missed approach should be initiated.

30.0.7 STANDARD OPERATING PROCEDURES

The Standard Operating Procedures (SOP), which are developed, must

be followed by the crew for safer operations

30.0.8 USE OF GROUND PROXIMITY WARNING SYSTEM(GPWS)

The Ground Proximity Warning System (GPWS) is designed to alert

pilots that the aircraft position in relation to the terrain is abnormal
and, if not corrected, could result in a controlled flight into terrain
(CF1T).

30.0.8.1 PROCEDURES

The GPWS must be "ON" from take-off until landing.

The GPWS may not be deactivated (by pulling the circuit breaker or
use of the relevant switch) except when specified by approved
procedures.

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When a warning occurs during daylight VMC conditions, if positive

visual verification is made that no hazard exists, the warning may be
considered cautionary. A go-around shall be initiated in any case if
cause of warning cannot be identified immediately.
At Night and in IMC condition all warnings are to be taken as genuine
and corrective action taken.

Any GPWS activation must be reported in writing to the flight

operations whether genuine or spurious.

Where such activation indicates a technical malfunction of the system

an appropriate entry should also be made in the technical log. Pilots
shall be aware of the possibility that a nuisance warning may be
generated by an aircraft flying below (up to 6500 ft) e.g. during a
holding.

30.0.8.2 GPWS WARNING ESCAPE MANOEUVRE

The GPWS warning is normally the flight crew's last opportunity to

avoid CFIT, Incidents/accidents have occurred because flight crews
have failed to make timely and correct responses to the GPWS
warnings. The following maneuver should be executed in response to
a GPWS warning, except in clear daylight VMC when the flight crew
can immediately and unequivocally confirm that an impact with the
ground, water, or an obstacle will not take place;

a) React immediately to a GPWS warning.

b) Positively apply maximum thrust and rotate to the appropriate

pitch altitude.

c) Pull up with wings level to ensure maximum aeroplane

performance.

d) If terrain remains a threat, continue rotation upto the pitch limit

indicator (if available) or stick shaker or initial buffet.

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e) Always respect stick shaker.

f) Do not change gear or flap configuration until terrain separation

is assured,

g) Maintain radio altitude for sustained or increasing terrain

separation.

h) When clear of terrain, slowly decrease the pitch attitude and

accelerate. The escape manoeuvre should be continued until
climbing to the sector emergency sale altitude or until visual
verification can be made that the aeroplane will clear the terrain
or obstacle, even if the GPWS warning stops.

30.0.9 GPWS TRAINING

30.0.9.1 ACADEMIC TRAINING

GPWS Training consists of academic training covering the following:

• Theory of operations
• Alert Thresholds
• Limitations
• Inhibits
• Operating Procedures
• Response Required

30.0.9.2 FLIGHT TRAINING

Training in GPWS Procedures will be given on the full flight

simulator

During initial/command simulator profiles and this training will be re-

enforced during the bi-annular recurrent simulator training.

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AVOIDANCE SYSTEM
(ACAS)

31.0 AVOIDANCE OF COLLISIONS AND THE USE OF AIRBORNE

COLLISION AVOIDANCE SYSTEM (ACAS)

31.0.1 ACAS I performs the following functions:

a) Surveillance of nearby SSR transponder equipped aeroplanes and

b) Provide indications to the flight crew identifying the approximate

position of nearby aeroplanes as an aid to the visual acquisition.

31.0.2 ACAS II performs the following functions:

a) Surveillance;
b) Generation of TAs
c) Threat detection
d) Generation of RAs
e) Co-ordination; and
f) Communication with ground stations

31.0.3 POLICY
Unless otherwise authorized by DGCA, no person shall operate in the
Indian Airspace, after 31st December, 1998, an aeroplane having a
maximum certified passenger seating configuration of more than 30 or a
maximum payload capacity of more than 3 tonnes, if such aeroplane is
not equipped with an approved ACAS II.

All aeroplanes having a maximum certified passenger seating

configuration of more than 30 or a maximum payload capacity of more
than 3 tonnes, to be imported after 31st December, 1997, for the
purpose of registration and operation within, to and from -India, shall be
fitted with ACAS II before being imported. This requirement shall also
apply to aeroplanes taken on wet lease by Indian Operators.

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31.0.4 PROCEDURES

The following procedures shall be followed by the Flight crew for the
operation of ACAS:

a) The pilots shall not maneuver the aeroplanes in response to a TA

only. The pilots, however, shall search for the approaching traffic.

b) In the event of RA to alter the flight path, the search for the
conflicting traffic shall include a visual scan of the airspace into
which own ACAS aeroplane might maneuver.

c) The alteration of the flight path shall be limited to the minimum

extent necessary to comply with the RA.

d) The pilots who deviate from an ATC clearance in response to an

RA, shall promptly return to the terms of the previous ATC
instruction or clearance when the conflict is resolved.

e) The pilots shall, as soon as practicable, notify the ATC unit of the
direction of the RA, and, when the conflict is resolved, intimate
ATC that they are returning to the terms of the current ATC
clearance.

NOTE: When RA is initiated and in response thereof the pilot deviates

from ATC clearance, he is not considered to be violating the ATC
instruction.

31.0.5 USE OF ACAS

The ACAS system shall be kept 'ON' while operating in the Indian
Airspace.

ATS flight plan for a flight in the Indian Airspace shall indicate that the
aeroplane is equipped with serviceable ACAS equipment required as
per CAR.

Any pilot experiencing RA while flying in Indian Airspace, shall file a

report on R/T with the handling Air Traffic Control Unit in India

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followed by a written report to the DGCA India and Airports Authority

of India.

31.0.6 TRAINING REQUIREMENTS

31.0.6.1 ACADEMIC TRAINING

Academic training on ACAS is given during the type endorsement
course. This training is reinforced during the periodic refresher training
of the pilot.

31.0.6.2 FLIGHT TRAINING

Flight Training on ACAS is given during the type / command simulator
training profile. This training is reinforced during the biannual
competency and license renewal check.

*The applicable forms are available as annexures in Chapter 34 of the OM

PART A

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32.0 INTERCEPTION OF CIVIL AIRCRAFT

32.1 PROCEDURES FOR INTERCEPTED AIRCRAFT

An Aircraft which is intercepted by another aircraft shall immediately:-

• Follow the instructions given by the intercepting aircraft,

interpreting and responding to visual signals in accordance
with the Para given below.
• Notify, if possible, the appropriate air traffic services unit.
• Attempt to establish radio communication with the intercepting
aircraft or with the appropriate intercept control 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 this call on the H.F. primary frequency.
• If equipped with SSR transponder. Select Code 7700 unless
otherwise instructed by the appropriate air traffic services unit.

32.1.1 If radio contact with the intercepting aircraft is established but

communication in a common language is not possible, attempt shall be
made to convey essential information and acknowledgment of
instructions by using the following phrases and pronunciations:

PHRASE PRONUNCIATION MEANING

WILCO VILL-KO Understood will comply

CAN NOT KANNOT Unable to comply

REPEAT REE-PEET Repeat your instruction

I AM LOST AMLOSST Position unknown

MAYDAY MAYDAY I am in distress

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PHRASE PRONUNCIATION MEANING

HIJACK HIJACK I have been hijacked

LAND (name) LAAND I request to land at place

DESCEND DEE SEND I require descent

NOTE: In the second column, syllables to be emphasized are

underlined. Circumstances may not always permit, nor make desirable
the use of the phrase "hi-jack".

32.1.2 The following phrases are expected to be used by the intercepting

aircraft as described above.

FOLLOW FOL-LO Follow me.

DESCEND DEE-SEND Descend for landing

YOU LAND YOU LAAND Land at this aerodrome,

PROCEED PRO-SEED you may proceed.

32.1.3 If any instructions received by radio from any sources conflict with
those given by the intercepting aircraft by visual/radio signals,
intercepted aircraft shall request immediate clarification while
continuing to comply with the visual/radio instructions given by the
intercepting aircraft.

32.1.4 The possibility of interception and recourse to the visual signals would
not normally arise if there is strict compliance with requirements of Air
Defence Clearance, avoiding restricted, prohibited, danger areas and
when no deviation is made from flight plan route and a listening watch
is being maintained on appropriate ATS frequency.

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32.1.5 Pilots are warned, however, that should the occasion arise they must
comply with the visual signals/radio instructions given by the
intercepting aircraft.

32.2 VISUAL SIGNALS FOR USE BY INTERCEPTING AND

INTERCEPTED AIRCRAFT

32.2.1 SIGNALS INITIATED BY INTERCEPTING AIRCRAFT AND

RESPONSES BY INTERCEPTED AIRCRAFT
SERIES 1

INTERCEPTING AIRCRAFT SIGNALS

Rocking wings from a position in front and, normally, to the left of

intercepted aircraft and, after acknowledgment, a slow level turn,
normally to the left, on to the desired heading.

MEANING

You have been intercepted Follow me.

INTERCEPTED AIRCRAFT RESPONDS

Aircraft: Rocking wings and following.

MEANING

Understood, will comply.

Note 1.

Meteorological conditions or terrain may require the intercepting

aircraft to lake up a position in front and to the right of the intercepted
aircraft and to make the subsequent turn to the right.

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Note : 2.

If the intercepted aircraft is not able to keep pace with the intercepting
aircraft, the latter is expected to fly a series of racetrack patterns and to
rock its wings each time it passes the intercepted aircraft

SERIES 2

INTERCEPTING AIRCRAFT SIGNALS

(Day or Night) - an abrupt breakaway 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.

MEANING

You may proceed.

INTERCEPTED AIRCRAFT RESPONDS

Aircraft (Day or Night) - rocking wings.

MEANING

Understood will comply.

(Day) - circling aerodrome, lowering landing gear and over flying

runway in direction of landing.

(Night) - same and, in addition, showing steady landing lights.

MEANING

Land at the aerodrome.

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INTERCEPTED AIRCRAFT RESPONDS

Aircraft: (DAY) - Lowering landing gear following the intercepting

aircraft and, if after overflying the runway landing is considered safe,
proceeding to land.

(NIGHT)- Same in addition, showing steady landing lights (if carried).

MEANING

Understood will comply.

SIGNALS INITIATED BY INTERCEPTED AIRCRAFT AND

RESPONSES BY INTERCEPTING AIRCRAFT

SERIES 1

INTERCEPTED AIRCRAFT SIGNALS

DAY-Raising landing gear while passing over landing runway at a

height exceeding 300m (1000 ft.) but not exceeding 600m (2000 ft.)
above the aerodrome level and continuing to circle the aerodrome.

NIGHT - flashing landing lights while passing over landing runway at a

height exceeding 300m(1000 ft.) but not exceeding 600m (2000 ft.)
above the aerodrome level, and continuing to circle the aerodrome. If
unable to flash landing lights, flash any other lights available.

MEANING

Aerodrome you have designated is inadequate.

INTERCEPTED AIRCRAFT RESPONDS

Day or Night-If it is desired that the intercepted aircraft follow the

intercepting aircraft to an alternate aerodrome, the intercepting aircraft

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raises its landing gear and uses the Series 1 signals prescribed for
intercepting aircraft.

If it is decided to release the intercepted aircraft, the intercepting aircraft

uses the Series 2 signals prescribed for intercepting aircraft.

MEANING

Understood follow me. Understood you may proceed.

SERIES 2

Aircraft

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Signals Initiated By Intercepted Airplane and Responses By Intercepting

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33.0 FOR AEROPLANES INTENDED TO OPERATE ABOVE

15000M (49 000 FT)

The above altitudes are beyond the operating envelope limitation of

the present company aircraft.

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34.0 FLIGHT SAFETY PROCEDURE AND ACCIDENT

PREVENTION PROGRAMME
Alliance Air has an effective and proactive accident prevention
programme, which devolves around three elements of safety,

1. Risk, perception.
2. Risk identification
3. Risk prevention

34.1 FLIGHT SAFETY POLICY

The Management of Alliance Air, indemnifies all personnel of any
punitive action for timely and voluntary reporting of incidents related
with safety. This is achieved by the formation of a friendly and
interactive work culture with the management and staff

The various functions of the Alliance Air Flight Safety' Department are
as follows.

• Permanent Investigation Board: The PIB meets once times a month

along with DGCA and all incidents are expeditiously investigated
with necessary recommendations and preventive measures.

• Cockpit Resource Management: CRM is a vital safety tool, which

is, recognized the world over, and has played a vital role in averting
a potential accident threat. Alliance Air CRM faculty members are
a team of training captains of Air India as well as AASL.

• The modules covered in the CRM awareness programme are;

a) Decision-Making.
b) Communication Skills.
c) Behavioral Styles.
d) Stress Management.

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e) Leadership,
f) Flexibility and Adaptability.

After the attendance of the awareness programme, those skilled are

practiced on the simulator with specifically designed CRM based
scenarios. In the CRM reinforcement stage, during route checks,
Inflight CRM analysis are monitored.

• All Alliance Air pilots have been subjected to CRM as per the
stipulations of the Regulatory Authority.

• Alliance Air has a separate CRM for Cabin Crew. Human skills
and performance are covered during the refresher courses for flight
dispatchers.

• Internal Safety Audit: Alliance Air conducts the Safety Audits a

year The Audit team comprises of a training captain, engineers.
Chief of TT&M, Chief of Flight Safety. The objective behind this
internal safety audit is to inspect all departments of the airlines and
identify gray areas, which might pose a safety hazard and
immediate remedial action is instituted.

• CVR Monitoring: Alliance Air monitors monthly CVR'S on

random basis. In addition to this a random monitoring program has
been set up at transit stations, where channel wise recording is
conducted, to ensure that crew members are occupying their
designated seats and there is proper adherence to cockpit discipline
and adherence to SOP. The station monitoring, programme is
changed every month, so that crew is not aware that they are being
monitored.

• SSFDR Monitoring; Alliance Air conducts 100% monitoring of all

their flights and flight exceedances are immediately brought to the
notice of the flight Crew. This monitoring is fully computerized,
with the latest state of the art equipment. Due to this frequent
monitoring of flight parameters, there has been a significant
reduction of safety alerts. The base Incharge Ops carries out crew

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counseling when exceedances are observed. The objective behind

counseling is to find out the cause and take necessary preventive
action.

• Airfield Inspections: Frequent airfield inspections are conducted to

monitor safety operational facilities, for our flights, in terms of
adequate fire fighting capability, serviceability of navigation aids,
runway markings and accident, emergency response cell.

• Weather Monitoring: Weather minima violations are monitored for

all our flights.

• Alliance Air has a fully operational FOQA programme, which

carries out the following functions.

a) Enroute cockpit inspections by FOQA inspectors.

b) Cabin inspection for enhancement of cabin safety and

rectification of cabin defects.

c) Aircrew Voluntary Reporting System: whereby crews are

encouraged to report any incidents related to safety. Their
anonymity is assured and

d) Maintained Assessment System: this ensures adherence to

Standard Operating Procedures, and frequent training
committee meetings are held.

e) In the Company Resource: Management Programme, frequent

meetings are conducted between pilots, cabin crew, engineers,
flight dispatchers, and commercial. BCAS, ATC and DGCA.
This ensures the realization of the work profile of individuals
in their respective area of work.

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34.2 ACCIDENT / INCIDENT PREVENTION AND SAFETY

MANAGEMENT
The Chief of Flight Safety will have the authority and will be
responsible for the accident/incident prevention, flight safety
programme. He will directly report to the COO.

The Chief of Flight Safety shall document and publish an accident

prevention and safety programme such as a Flight Safety manual which
shall:

i) Establish a system, including procedures, for the reporting and

investigation of aircraft accidents or serious incidents and the
interface with relevant government and other agencies, including
airframe, power plant and component manufacturers;

ii) Establish an ORGANISATION-wide system, including clear

procedures, to ensure the capture of all occurrences/events affecting
flight safety;

iii) Establish a system, including procedures, for the conduct of

internal safety investigations in response to flight safety
occurrences/events. Safety investigations should include findings
and actions/recommendations, a suggested process for
implementing any corrective or preventive remedial actions by
Chief of Flight safety, and the communication of such information
to the associated personnel and other interested parties;

iv) Ensure corrective and preventive action is carried out and its
effectiveness verified;

v) Establish and document a comprehensive safety management plan

vi) Ensure regular and periodic management reviews of significant and

relevant safety arising from the accident prevention and flight
safety programme,

vii) Ensure the setting of safety goals as a means of establishing and

indication of safety performance; and

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viii) Ensure the periodical dissemination of flight safety related

information for the continuing education and interest of operational
and technical associated personnel to promote

Flight safety, a proactive rather than a reactive approach is

recommended. The salient features of Proactive and Reactive measures,
undertaken by Alliance Air are mentioned in detail in following pages.
Proactive measures are aimed at identifying problem areas and
implementing corrective measures before events become incidents and
accidents.

Preventive measures are very important in order to minimize occurrence

of incidents and accidents. With this in mind, the Director General of
Civil Aviation has issued a CAR Section-5, Series 'F' Part I issue I dated
28th June, 1996, which outlines accident/incident prevention
programme to be adopted by operators, engaged in scheduled air
transport services. The other CARs related to safety regulations
governing operations and engineering activities are Section 8, Aircraft
Operations Series A Part II Issue I, dated 16th October, 1995 and
Section 2 Series A Part IV Issue I, dated 28th August, 1996.

34.2.1 PROACTIVE PROGRAMME

34.2.1.1 RECRUITMENT AND TRAINING PROGRAMME

The Flight Safety Department provides regular information through
FOQA and trend analysis, Accident & Incident Analyses with
recommendations to Operations Training for implementation and
inclusion in their Training Syllabi. This information is also discussed in
meeting with the Operations Training personnel. Standardization
meetings with Operations Training personnel (and training personnel of
other Departments, as deemed necessary) shall be held periodically to
achieve continuous improvement of ground, simulator, aircraft training
and line operations, with participation of nominated representatives of
Flight Safety Department, who provide inputs for safety enhancement
and quality improvement in the organization. Changes suggested by the
Regulatory bodies are incorporated in Training Manuals.

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DGCA has mandated special monsoon check and requirements thereof

which are being followed by the airline. All newly released Captains
and First Officers will undergo monsoon check before being cleared for
operation in airports where monsoon activities are prevalent. Also,
DGCA has mandated crew qualification requirements and serviceability
of equipments during monsoon season. The ground technical course
covers the performance issues for the type of aircraft.

Operations Training Manual ensures the standardization of the cockpit

procedures and the Examiners/Instructors/Check Pilots, while flying
with other pilots, ensures strict adherence to the laid down procedures
and cockpit discipline.

34.2.1.2 ANONYMOUS/VOLUNTARY REPORTING

All staff are requested to bring to the notice of the Flight Safety
Department any observation which in their opinion is an unsafe
practice. This does not invite any punitive measures whatsoever.

Such reports are not intended to supplant or supersede the existing

accident/incident reporting procedure, required under the rules. The
reports may be anonymous or otherwise from employees of any
department/station, and should be forwarded to Chief of Flight Safety.
A sample proforma, kept in the Cockpit may be used for this purpose.
Alternatively, the report may be raised on a plain paper. The reports
should be put in drop boxes, located at Flight Dispatch, and Operations
Department. The reports could also be raised during
CRM/ALAR/Accident Prevention Training and sessions conducted by
Operations Department.

34.2.1.3 INTERNAL SAFETY AUDIT

Internal Safety Audits at Base are carried out annually for all field
Departments, such as Operations, Engineering, In-Flight Service,
Security, etc. as per check list. If Wet Lease operations are carried out
then the provisions of the applicable CAR must be adhered to.

Periodical Inspection/Audit of operation and maintenance must be

carried out. Internal Safety Audits of bases are carried out at least once

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a year and spot checks are carried out as required by Chief of Flight
Safety.

34.2.1.4 INSPECTION

34.2.1.4.1 RAMP INSPECTION

Random inspection of ground equipment and apron area 4 times a
month is required to be carried out as per checklist. Reports generated
are sent to the concerned Departments and followed up for
implementation of remedial/corrective action through ATRs. Ground
Service Department adhere to "GSD Operating Manual" pertaining to
apron discipline and procedures and serviceability of GSD equipment.

34.2.1.4.2 CABIN INSPECTION

Minimum 4 cabin inspections are required to be carried out each month
to check the serviceability of safety equipment on board the aircraft and
cabin crew proficiency on safety related matters. These inspections are
done as per check list. On receipt of these reports, the Flight Safety
Department forwards them to relevant departments for remedial /
corrective actions.

34.2.1.4.3 LOAD CONTROL UNIT

Load Control unit section of Air India Commercial Department carry
out regular checks to ensure the proper loading of the aircraft, within
the limits of RTOW charts. All the loading of the aircraft is supervised
by the Load control unit.

Periodic check of the Load and Trim sheets and RTOW charts is carried
out by Flight Safety Department during station audit annually and
random checks carried out as per checklist .

34.2.1.4.4 FLIGHT INSPECTION

Senior pilots from Operations/Flight Safety Dept. appropriately trained
carry out regular checks on random basis on board the aircraft with the
help of checklists. These checks are preferably carried out while
operating to critical airfields and increased during adverse weather
conditions.

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Deficiencies are taken up with Operations Department. Monitoring of

adherence to Standard Operating Procedures (SOPs) by way of “On
Board Surveillance” checks are carried out twice every month for every
type of aircraft in the fleet. The findings are forwarded to the operations
Department for necessary corrective action.

34.2.1.4.5 FDTL MONITORING

i) Monitoring of Flight and Duty Time Limitations (FDTL) at all
bases is done under supervision of ED - Ops to ensure
adherence to laid down limitations of flight time, duty time ,
rest periods and periodical cumulative flying hours as provided
DGCA CAR is monitored. Rostering and its monitoring
through Crew Management Software as per CAR Section 7
Series ‘J’ Part III dated 02.08.2011. The FDTL limitations are
ensured at rostering stage. This is reconfirmed by updating the
computer programme by actual data.

ii) Operations Department forwards a report of violations from

the computer based programme.

iii) FDTL for Cabin Crew is monitored by the In-Flight Services

Department..

iv) In addition to the above the Air Safety Dept. monitors the
FDTL violations based on reports from Operations and In-
Flight Services Dept and other sources.

In addition, random spot checks of FDTL records in Ops Dept shall be

carried out by Flight Safety Department officials.

34.2.1.5 SMS AND RISK MANAGEMENT

The risk management process seeks to identify, analyze, assess and
control the risks incurred in airline operations so that the highest
standard of safety can be achieved. It must be accepted that absolute
safety is unachievable, but reasonable safety can be achieved across the
spectrum of the operation.

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Risk management decisions follow a logical pattern. The first step is to

accurately identify the hazards. The second step is to assess the hazards
in the order of their risk potential and determine whether the
organization is prepared to accept that risk. The crucial points are the
will to use all available information and the accuracy of the information
about the hazards, because no decision can be better than the
information on which it is based. The third step is to find and identify
the defences that exist to protect against or control the hazards or even
eliminate them. Step four is then to assess the defences for their
effectiveness and consequences. Finally, as step five, each set of
hazards needs to be critically examined to determine whether the risk is
appropriately managed and controlled.

The objective is to reduce the probability that a particular hazard will

occur, or reduce the severity of the effects if it does occur. In some
cases, the risk can be reduced by developing means to cope safely with
the associated hazards.

The Safety Action Group (SAG) ensures that the line has considered
and assessed all hazards to the organization. Risk assessment is
assumed to be primarily a subjective, qualitative method of evaluation
of the likelihood and severity of damage inherent in the identified
hazard. Using the matrix, those undertaking the risk assessments can
prioritize the risk identified and therefore aid the line management to
prioritize resources to mitigate their effects. However a more analytical,
quantitative, objective approach can be undertaken which will require
experience, training and the help of experts. Personnel trained in SMS
and Risk Management will be part of the Safety Action Group.

All Departments will carry out their own risk analysis and where
necessary in association with the Flight Safety Department. On doing
the Risk Factor Assessment, if the risk is acceptable, the Department
can undertake the given operations. If the risk is marginal, then the
operation can only be acceptable with certain risk controls and
monitoring actions, which must be verified by Flight Safety
Department.

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This could be done by the Flight Safety representative in the

standardization meetings or by formally presenting to the Flight Safety
Department, a written report giving the risk matrix and seeking the
approval of the Flight Safety Department. If the risk is unacceptable,
then the Department should not undertake that operation.

34.2.1.6 THREAT AND ERROR MANAGEMENT

The training by the Operations Department incorporates the principle of
Safety Management System and Risk Management by conducting
training on Human Factors, Crew Resource Management (CRM),
Approach & Landing Accident Reduction (ALAR), Controlled Flight
into Terrain (CFIT), Threat & Error Management, etc. The process for
ensuring that safety standards are maintained include proactively
monitoring the FOQA trends, the LOSA observations and hazard
analysis, reviewing the risk factor through the risk matrix for
operational activities in association with the Flight Safety Department
as deemed necessary.

CFIT has been identified as a major cause of aircraft incident and is

covered during initial, recurrent, ground and simulator training.
Avoidance of CFIT has also been incorporated into the training syllabi
in the Crew Resource Management programmes. Further, ALAR
Training also emphasizes stabilized approach, adherence to SOP,
horizontal & vertical situation awareness, respect for EGPWS warning,
CFIT Risk Management, Approach and Landing techniques, etc.

The airline keeps a record of Pilot reports, confidential Human Factor

Reports, OIR, Special Reports, anonymous reports & further uses
LOSA observations (Refer checklist) and CFIT risk assessment tools
for improvement in safety. Flight Safety Department monitors the
LOSA, Threat & Error Management & CFIT Risk Management using
these reports and through FOQA. During Flight Safety and Quality
Audits, these processes and their implementation are also checked.

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34.2.2 REACTIVE PROGRAMME

34.2.2.1 REPORTING OF INCIDENTS

In accordance with Aircraft Rules, 1937 and Air Safety Circular no.
5/82, all operators are required to report notifiable incidents / accidents
to the office of DGCA. The flight crew of ALLIANCE AIR involved
forward the Operational Incident Report (OIR) in the prescribed format
to the office of Regional Director of Air Safety (DGCA) and Chief of
Flight Safety ALLIANCE AIR through Flight Dispatch / Airport
Manager.

The occurrences 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, Mumbai, Chennai and Kolkata Airports
depending upon the location of occurrence. These occurrences shall be
reported by the Pilots, Engineers and other nominated personnel of the
airline.

34.2.2.2 PERMANENT INVESTIGATION BOARD

A Permanent Investigation Board has been constituted to investigate
incidents as deemed by applicable regulations.

34.2.2.3 WEATHER MINIMA VIOLATIONS

To prevent weather minima violations, Flight Dispatch units have been
advised to send detailed reports as and when an aircraft operates from
an airfield when weather conditions are below laid down minima.
Periodical alert circulars are issued to the crew.

34.3 AIRCRAFT ACCIDENT / INCIDENT & HAZARD REPORTING

34.3.1 GENERAL
This topic lays down guidelines for Reporting of Aircraft Accident/
Serious Incidents / Incident and other occurrences which affect Safety
of Aircraft Operation.

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34.3.2 DEFINITIONS
Accident : An occurrence associated with the operation of an aircraft
which takes place between the time any person boards the aircraft with
the intention of flight until such time as all such persons have
disembarked, in which: -

a) A person is fatally or seriously injured as a result of:

— being in the aircraft, or

— direct contact with any part of the aircraft, including parts,

which have self-inflicted or inflicted by other persons, or when
the injuries are to stowaways hiding outside the areas normally
available to the passengers and crew; or

b) The aircraft become detached from the aircraft, or

— direct exposure to jet blast, except when the injuries are from
natural causes, sustains damage or structural failure which:

— adversely affects the structural strength, performance or flight

characteristics of the aircraft, and

— would normally require major repair or replacement of the

affected component, except for engine failure or damage, when
the damage is limited to the engine, its cowlings or accessories;
or for damage limited to propellers, wing tips, antennas, tires,
brakes, fairings, small dents or puncture holes in the aircraft
skin; or

c) The aircraft is missing or is completely inaccessible.

Accredited Representative: A person designated, on the basis of his or

her qualifications, for the purpose of participating in an investigation
conducted by another State.

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Adviser: A person appointed, on the basis of his or her qualifications,

for the purpose of assisting its accredited representative in an
investigation.

Aircraft: Any machine that can derive support in the atmosphere from
the reactions of the air other than the reactions of the air against the
earth’s surface.

Causes: Actions, omissions, events, conditions, or a combination

thereof, which led to the accident or incident.

Flight Recorder: Any type of recorder installed in the aircraft for the
purpose of complementing accident/incident investigation process.

Ground Incident: An occurrence associated with aircraft on the ground

when it is not operating under its own power in which the aircraft
sustains damage, causes damage, or person suffers death or injury
directly relating to the aircraft.

Incident: An occurrence, other than an accident, associated with the

operation of an aircraft, which affects or could have seriously affected
the safety of operation leading to an accident.

Investigation: A process conducted for the purpose of accident

prevention, which includes the gathering and analysis of information,
the drawing of conclusions, including the determination of causes and,
when appropriate, the making of safety recommendations.

Inspector of Accidents: A person charged, on the basis of his or her

qualifications, with the responsibility for the organization, conduct and
control of an investigation under Rule 71 of the Indian Aircraft Rules
1937.

Operator: A person, organization or enterprise engaged in or offering

to engage in an aircraft operation.

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Preliminary Report: The communication used for the prompt

dissemination of data obtained during the early stages of the
investigation.

Safety Recommendation: A proposal of the accident investigation

authority of the State conducting the investigation, based on information
derived from the investigation, made with the intention of preventing
accidents or incidents.

Serious Incident: An incident involving circumstances indicating that

an accident nearly occurred.

Serious Injury: An injury which is sustained by a person in an accident

and which:

a) requires hospitalisation for more than 48 hours, commencing within

seven days from the date the injury was received; or

b) results in a fracture of any bone (except simple fractures of fingers,

toes or nose);

c) involves lacerations which cause severe haemorrhage, nerve,

muscle or tendon damage; or

d) involves injury to any internal organ; or

e) involves second or third degree burns, or any burns affecting more

than 5 per cent of the body surface; or involves verified exposure to
infectious substances or injurious radiation.

State of Design: The State having jurisdiction over the organization

responsible for the type design.

State of Manufacture: The State having jurisdiction over the

organization responsible for the final assembly of the aircraft.

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State of Occurrence: The State in the territory of which an accident or

incident occurs.

State of the Operator: The State in which the operator’s principal

place of business is located or, if there is no such place of business, the
operator’s permanent residence.

State of Registry: The State on whose register the aircraft is entered.

34.4 REPORTING OF ACCIDENTS / SERIOUS INCIDENTS

34.4.1 DGCA REGULATIONS

Aircraft Accidents / Serious Incidents are required to be notified as per

rule DGCA CAR Section 5 Series C, Part I

34.5 REPORTING OF INCIDENTS

34.5.1 DGCA REGULATION

Aircraft Accidents / Serious Incidents are required to be reported as per

Air Safety Circular 06 Of 2013: Notification Of Incidents

LIST OF REPORTABLE INCIDENTS:

A. DAMAGE TO AN AIRCRAFT:

1. Any failure of aircraft primary structure.

2. Damage which necessitates repair before further flight, due to, for
example, ingestion, collision, meteorological conditions, hard or
suspected hard landing, overweight landing, overheating, incorrect
techniques or practices, etc.

3. Any failure of non-primary structure which endangers the aircraft.

4. Any part of the aircraft becoming detached in flight.

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B. INJURY TO A PERSON:

5. This is intended to include any minor injury sustained by a

passenger or member of the aircraft crew while on board the
aircraft, for example injury to a passenger as a result of turbulence,
or the scalding of a member of the cabin staff as a result of faulty
design, inadequate servicing, or the incorrect handling of galley
equipment.

C. IMPAIRMENT DURING FLIGHT OF THE CAPACITY OF

A MEMBER OF THE 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 therapeutic drugs, alcohol, etc.
Judgment as to whether such impairment "endangers" the aircraft
is relevant in this case.

D. THE USE IN FLIGHT OF ANY PROCEDURE TAKEN FOR

THE PURPOSES OF OVERCOMING AN EMERGENCY:

7. Use, other than for training or test purposes, of any emergency

equipment or prescribed emergency procedures.

8. Use of any non-standard procedure adopted by the crew to deal

with an emergency.

9. Declaration of an emergency situation.

10. An emergency evacuation of the aircraft.

E. FAILURE OF AN AIRCRAFT SYSTEM OR OF ANY

EQUIPMENT OF AN AIRCRAFT

11. Fire or explosion.

12. Fire or smoke warning.

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13. In-flight engine shutdown or significant loss of power.

14. Inability to relight or restart a serviceable engine.

15. Inability to feather or unfeather a propeller, to shutdown an engine

or to control thrust.

16. Malfunction of the thrust reversal system.

17. Fuel system malfunctions affecting fuel supply and distribution.

18. Malfunctions of the fuel jettisoning system.

19. Significant leakage of fuel, hydraulic fluid, or oil.

20. Occurrences where the use of alternative systems or procedures

has been necessary to obtain the desired aircraft configuration for
any flight phase, e.g. flaps, undercarriage, etc.

21. Total inability to achieve the intended aircraft configuration for

any flight phase.

22. Pressurization system malfunction necessitating a changed flight

plan, or the use of emergency or standby oxygen system.

23. Build up of ice on the aircraft beyond the capability of the ice-
protection equipment.

24. Failure of ice-protection equipment.

25. Warnings of insecure hatches and doors during flight.

26. Smoke, toxic or noxious fumes in crew, passenger, or freight

compartments.

27. Engine surging (sufficient to cause loss of power or to require

subsequent remedial action).
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F. ANY REPORTABLE OCCURENCE ARISING FROM THE

CONTROL OF AN AIRCRAFT IN FLIGHT BY ITS
FLIGHT CREW:

28. Abandoned take-off.

29. Unintentional deviation from intended track or altitude caused by a

procedural, systems or equipment defect.

30. Unplanned diversion or unscheduled return to departure

aerodrome.

31. Precautionary or forced landing.

32. Discontinued approach from below decision height and / or due to

ATC Instructions.

33. Unintentional contact with the ground, including touching down

before the runway threshold.

34. Over-running the ends or sides of the runway or landing strip.

35. Serious loss of braking action.

36. Loss of control from any cause, e.g. turbulence.

37. Occurrence of a stall or activation of stick shaker or stick push,

other than for training or test purposes.

38. Operation, whether genuine or spurious, of the stall warning (stick

shaker) system, other than that for training or test purposes.

39. Stiffness, limitation of movement or poor or delayed response in

the operation of any primary control.

40. Malfunction of any control.

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41. Reversion to manual control of powered controls, other than for

training or test purposes.

42. Inadvertent incorrect operation of primary or ancillary controls.

G. FAILURE OR INADEQUACY OF FACILITIES OR

SERVICES ON THE GROUND USED OR INTENDED TO
BE USED FOR THE PURPOSE OF, OR IN CONNECTION
WITH THE OPERATION OF AIRCRAFT :

(A) Failure or inadequacy of:

43. Aids to navigation.

44. Communications services.

45. Prescribed letdown procedures.

46. Meteorological reporting and forecasting service.

47. Aerodrome lighting systems.

48. Facilities and procedures forming part of the ATS system.

(B) Occurrences arising from:

49. Marking of obstructions or hazards on the maneuvering area.

50. Facilities and procedures forming part of the ATS system.

51. Receipt of incorrect or inadequate information from the ground

source (ATS, ATIS, meteorological broadcast, etc.).

52. Incorrect transmission receipt or interpretation of a radiotelephone

message (air-to-ground or ground-to-air).

53. Provision of an incorrect altimeter setting.

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54. Misidentification of aircraft in the use of radar.

55. Setting of an incorrect SSR code.

56. Flight at a level or on a route different from that allocated.

57. Separation between aircraft was less than that prescribed for the
situation.

58. Activation of Resolution Advisory (RA) on TCAS or ACAS

system.

59. Less than the prescribed terrain clearance was provided.

(C) Occurrences associated with the aerodrome environment:

60. Runway obstructed by foreign objects.

61. Major failures of runway guard-bar lighting.

62. Major failure or deterioration of surfaces in aerodrome

maneuvering areas.

63. Significant fuel spillage on the apron.

64. All undershoots overshoots, or aircraft leaving the runway paved

areas.

65. Collision between moving aircraft and vehicles or any other

ground equipment.

66. Apron jet blast incidents.

H. ANY REPORTABLE OCCURRENCE ARISING FROM THE

LOADING OR THE CARRIAGE OF PASSENGERS,
CARGO (INCLUDING MAIL) OR FUEL:

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67. Difficulty in controlling intoxicated, violent, or armed passengers.

68. Incorrect fuel loading.

69. Loading of unsuitable or contaminated fuel.

70. Carriage of hazardous or restricted cargo.

71. Incorrect packaging of cargo.

72. Incorrect storage of cargo.

73. Incorrectly secured cargo.

74. Incorrect passenger loading.

I. AN OCCURENCE ENDANGERING THE SAFETY OF AN

AIRCRAFT, ITS OCCUPANTS, OR ANY OTHER PERSON:

75. Any incident arising from incorrect or misleading information on

maps and charts.

76. Use of incorrect oil, hydraulic fluid, or other essential fluids.

J. MISCELLANEOUS OCCURRENCES:

77. Aircraft overdue or missing or when its position becomes

unknown for any period.

78. The safety of the aircraft or its occupants or of any other person or
property is jeopardized in any manner.

79. Tyre failure (Tyre capping detachment and tyre burst).

80. All occurrences relating to the operation of aircraft which are

likely to receive publicity reflecting adversely on the efficiency of
the organization.
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81. Any occurrences which in the opinion of the Director Air Safety
requires reporting action.

82. Hijacking or Bomb Scare.

83. Aircraft leaving the pavement during taxing, thus aircraft

damaging taxi-way or runway lights.

84. Damage to third party.

85. Air-miss reports and bird hits shall continue to be reported in the
existing prescribed forms.

86. The tail strike incidents irrespective of consequential damage or

not shall be reported.

87. Death on Board.

88. Unauthorized taxiway or runway incursion.

89. Hard or suspected hard landing.

90. Exceedance of Aircraft Operating Limitations.

34.7 ALLIANCE AIR ACCIDENT / INCIDENT REPORTING

PROCEDURE

34.7.1 MANDATORY REPORTING OF ACCIDENT / SERIOUS

INCIDENT / INCIDENT

Flight safety department has a Safety Reporting System that is

implemented throughout the organization in a manner that:

a. Encourages and facilitates feedback from personnel to report safety

hazards, expose safety deficiencies and trace safety or security
concerns.

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b. Ensures mandatory reporting in accordance with applicable

regulations.

c. Includes analysis and management action as necessary to address

safety issues identified through the reporting system.

The Pilot-in-Command shall report any incident to the Flight Safety

Department of Alliance Air by filling up the appropriate reporting form.
For any engineering related incident, the Quality Manger (QM) &
Continuous Airworthiness Manager (CAM) office shall report the same
to the Flight Safety Department in the prescribed format. An incident of
engineering significance must be reflected by the flight crew in the
sector page of the flight report.

The reporting forms are given as annexure 'A' through 'I' to this chapter.
The occurrences listed in section 3.3, which are likely to endanger the
safety of aircraft operations, would come under the category of
incidents and shall be reported to the DAS. These occurrences shall be
reported by the Pilots, Engineers and other nominated personnel of the
airline to the Flight Safety Department.

An incident occurrence report must be submitted online / faxed /

emailed / telexed without delay to the Flight Safety Department of
Alliance Air utilizing any of the following:

1. EMAIL: [email protected]

2. FAX : +91 11 25672006

3. PHONE: +91 11 2567 1574

The department staff on duty shall report the incident to the DGCA
office concerned and in addition, shall also utilize the online Accident
Incident Reporting System (AIRS) for reporting to DGCA.

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34.7.2 ANONYMOUS /CONFIDENTIAL VOLUNTARY REPORTING

All personnel are encouraged to bring to the notice of the Flight Safety
Department any hazards, deficiencies and safety or security concern
including reporting of hazards or concerns resulting from or associated
with human performance.

These reports may be Anonymous or Confidential and should be

forwarded to Chief of Flight Safety. These Reports may be sent through
Email or even telephonically to the Executives of Flight Safety
Department. Whenever, a Voluntary Report is received with identity of
reporter, an acknowledgement will be sent before de-identifying the
report. All reports received by Flight Safety Department will be given
reference number after de-identification. These reports will be closed if
no action is considered necessary after review. However, if any issue is
identified, the report will be marked “OPEN”. It will be closed only
after satisfactory action is taken by the concerned departments. The
corrective action taken shall also be informed to the personnel who had
raised the confidential report. Issues raised in Anonymous /
Confidential Reports shall be analyzed to address Operational
Deficiencies, Hazards or Concerns identified through such reports. If a
safety issue is identified, a report shall be sent to responsible
Operational Managers for development and implementation of
appropriate action to correct the situation.

Anonymous/Confidential Reporting is Non-Punitive and absolute

Confidentiality is maintained. It is important for the success of this
program that all flight and Cabin crew members share the common
organizational responsibility of identified hazards in order that action is
taken to mitigate them.

The Safety concerns identified through this process along with the
action taken would be disseminated all concerned personnel through
safety bulletin.

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Annexure I ANONYMOUS / VOLUNTARY REPORT FORM

Name : ______________________________________________________

Address : ______________________________________________________

_________________________________________________________________

Phone. : ________________________________________________________

Email : ________________________________________________________

Note:

The name and address is not required to be filed in an anonymous report. The
name and address is only to enable us to reach you in case of need. The
information including the address details will be kept confidential. We shall take
prompt action on your report to eliminate the hazards by making appropriate
recommendations to relevant authority. If you have a close miss or any
experience to share to make flying safer, submit a brief description of the
occurrence or hazard and any recommendations you may have which might help
to prevent a recurrence.

Type of report Flight Safety Ground safety

Engineering

Flight Ops Others

(specify)

Aircraft Type: __________________________________________________

Date: _____________________

4. Time GMT/Local _________________________

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5. Sector ___________________________

6. No. of Crew/Engineer ___________________________

7. Weather Condition IMC/VMC

_________________________________________________________________

8. Phase of operation:
_________________________________________________________________

9. Site of Incident (optional)

______________________________________________________________

10. Description** :
_________________________________________________________________
_________________________________________________________________
_________________________________________________________________
_________________________________________________________________
_________________________________________________________________

GUIDELINES:

1. Reportable occurrences which require an Flight Safety Report (FSR) to be

raised are stated above

2. The FSR must be specific and brief.

3. FSR must be hand-filled by the Captain, the CIC and the AME and then
forwarded to the Station Manager

4. It is the responsibility of the Station Manager to ensure that the hard copy of
the FSR, complete with his comments, reaches the Flight Safety Department,
without delay.

5. As per regulatory requirement, FSRs must be submitted by the operator to

DGCA within 48 hours of the occurrence.

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6. A soft the FSR must be raised by the Commander and First Officer for early
action.

7. A soft/hard copy of the FSR must be retained by the Commander and First
Officer.

8. Please note that an online FSR is auto-forwarded to the email address(s)

provided.

9. The services of Station Manager/ Airport Manager/ Commercial Staff/ Hotel

may be utilized to forward an OIR to the Flight Safety Department. To facilitate
this, the Operations Department may be contacted.

FSR MUST BE SENT TO THE FLIGHT SAFETY DEPARTMENT THRU

BOTH THE FOLLOWING MEANS

E-MAIL: [email protected]

FAX : +91 11 2567 2006

PHONE: +91 11 2567 1574

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Annexure II INITIAL REPORT FORMAT

FLIGHT SAFETY REPORT

1. CREW INFORMATION

P1:______________________________
P2:__________________________________

Cabin crew (if applicable: _________________________________________

________________________________________________________________

2. AIRCRAFT INFORMATION

Type ATR 42-320/CRJ-700 or others:

Registration: VT- _________________________________________

3. FLIGHT INFORMATION

Flt No: _ From : To: ______________

ATD:__________ ATA:__________TB:_______TW:______LW:__________

V1:__VR:_V2 Vref/VAPP/VLS: _______________

In case of overweight landing, RD at touchdown:

4. AIRFIELD INFRMATION

Observed Surface winds: _Visibility:____

Lowest cloud amount: Temp: Dew Point: _______

QNH: Runway:_____ Precipitation: Yes?No

Runway surface condition: DRY/DAMP/WET/CONTAMINATED

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Availability of visual aids: VASI/PAPI/APPROACH LIGHTS/RWY LIGHTS

R1/Effective Aug 2004

5. PHASE OF OCCURRENCE (Tick the appropriate column)

a) Taxi-out b) Take-off c) Climb d) Cruise

e) Descent f) Approach/Let down g) Landing Roll

h) Taxi in

6. DATE AND TIME OF OCCURRENCE:_______________________

7. SPECIFY CONFIGURATION AT TIME OF OCCURRENCE

a) Flaps d) Altitude

b) Landing gear up/down e) Power Setting

c) IAS/MACH f) Anti-ice ON/OFF

8. SPECIFY NATURE OF OCCURRENCE:

_________________________________________________________________
_________________________________________________________________
_________________________________________________________________

9. YOUR OBSERVATIONS AND COMMENTS IF ANY:

_________________________________________________________________
_________________________________________________________________
_________________________________________________________________
_________________________________________________________________

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Signature of PIC

Date:

Station:

Time :

Handover to: Signature: Date:

Apart from normal action immediately fax advance copy for necessary
information and action:

Off. Res.
Mob

Executive Director (AO) 011-25675752

Chief of Flight Safety 011-25671574

Dy. Chief of Flight Safety 011-25671574

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Annexure III WILDLIFE (BIRD/ANIMAL) STRIKE FORM

Aircraft Operator ……………………………………….

Precipitation:

Aircraft Type & Series …………………………………

None Fog Rain Sleet/Snow

Aircraft Reg……………………Flight No……………..

Sky Condition

Engine Make / Model …………………………………..

No Cloud Some Cloud Overcast

Date of Occurrence (dd/mm/yy) ……./……./…………

Time of Occurrence (Local) ………………..Hrs (24hr)

Wildlife (Bird/Animal) Description

(E.g. Eagle, Pigeon, Dog, Deer etc.)

Dawn Day Dusk Nigh

….……………………………………………………

Aerodrome of Departure ………………………………

Aerodrome of Intended Arrival ………………………

Aerodrome of Occurrence…………………………….

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Bird Remains sent for identification Yes No

Runway in Use ………………………………………….

Number of Birds/Animals

Altitude (AGL)…………………………………………….

(Enter actual number if known) Seen Struck

Speed (IAS)……………………………………………….

Position (if en-route) …………………………………….

ATC Informed YES NO

Phase of Flight
100+

Taxi Descent

Pilot warned of birds/Animals Yes No

Take-off run Approach Climb Landing roll

Bird/Animal Size Small Medium Large

En-Route Ground Checks

Radome

Windshield

Nose (if not one of the above)

Engine No.1

2
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3 4

Wing (including high lift devices)/

Rotor/Propeller

Fuselage

Landing Gear

Tail

Lights

Others (Specify)

Effect on Flight

None Precautionary Landing

Aborted T/O Engine Shutdown

Other (Specify)

Other Report Raised

Flight Safety Incident Report

Other (Specify)

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Financial loss information

Aircraft time out of Estimated cost of repair Estimated other cost

service(hrs) or replacement

Part(s) of Aircraft

Remarks and other relevant information

Reported by:

Name …………………………………………………

Designation …………………Station……………….

Contact No…………………..Date…………………..

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Note 1: Copies of this form should be submitted as (Attach sheet for description
if any) Struck Damaged soon as practicable to the recipient shown below:-

DGCA Headquarter (DAS)

DGCA Regional Air Safety Office

Aerodrome In-charge

Flight Safety Dept, Operator

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Annexure IV PRE-FLIGHT MEDICAL PERFORMA

OPERATOR AUDITOR(S) MED. DUTY OFFICER FD

OFFICER(M.O.)

PLACE DATE START CHECK END CHECK (IST)

(IST)

S/N DETAILS YES/NO/S/U/NA/OTHER

1 Availability of M.O

2 All crew members listed in GD signed the

associated register

3 Whether all operating crew including Flight Crew,

Cabin Crew and other personnel on board under
GD were checked for alcohol consumption for
flights originating from this stations.

4 Is M.O. aware of procedure to be followed if a

crew member does not report for PFMC (missed or
evaded).

5 Serial No. validity, last and next due date for Alco
Sensor calibration.

6 Serial No., validity, last and next due date for

alternate Alco Sensor calibration.

7 Check serviceability of Alco Sensor(s), Note

reading(s)

8 One sample print of test report, (if facility

available on Alco Sensor).

9 No. of Positive Case(s)

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10 Correct procedure followed for positive case(s)

11 PFMC procedure compliance with Company

Policy & CAR

12 PFMC records available with M.O.

13 PFMC Policy and CAR available with M.O.

14 Adequate no. of Sterilized / disposable blowing

units available.

15 Is M.O. aware of Confirmatory Test Procedure?

16 Email, Designation and contact no. of M.O.

17 Email, Designation and contact no. of Duty

Officer Flt. Despatch.

18 Is Duty Officer FD aware of PFMC procedure?

19 Is PFMC Policy and CAR available with Duty

Officer FD.

20 Is Duty Officer FD aware of action to be taken if

M.O. is not present?

21 Is Duty Officer FD aware of requirement to inform

ED-FS and FSD of positive cases?

22 Any other observation.

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Annexure V AIRMISS REPORT PERFORMA

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Annexure VI TA/RA REPORTING PERFORMA

PILOT RA REPORT

Aircraft Operator________ Pilot_ Observer

___________

Name________________ Telephone SSR

____________

(Information requested on this line is optional)

Aircraft ID__________ Aircraft Type _

Aerodrome of Departure __ Destination

Date and time of event ___ _UTC

Own aircraft altitude _______________________

Own aircraft position FIR ______ VOR ______ Radial ______ DME ______

LAT _ LONG _

_________________________________________________________________
__

Phase of Flight

Take-off___ Climb Cruise Descent Hold _

Final Missed approach __

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Clearance ___________ ft/FL

_________________________________________________________________
__

TA Information

TA issued ? YES __________ NO

_____________

Visual contact prior to RA? YES __________ NO

_____________

ATS advisory? YES __________ NO

_____________
_________________________________________________________________
__

RA Information

Intruder bearing __________________ o'clock Intruder range

_____________________ NM

Relative altitude ___________________ ft

Type of RA ____________________ (climb, crossing climb, VSL500, etc.)

Did you follow the RA ? YES _ NO _

If applicable, did ATS instruction conflict with the RA ? YES _____ NO _____

Was RA necessary ? YES _ NO _

General information

Flight conditions: IMC ________ VMC _______ Day _______ Night _______

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Visibility: _______ NM

Air traffic service provided : En-route control _________

Aerodrome/ approach control Flight information

Remarks

Note: The report should be forwarded to the Director of Air Safety, Office of the
Director General of Civil Aviation, Opp. Safdarjung Airport, Aurobindo Marg,
New Delhi - 110003 (Phone 24620272, Fax No. 24633140)

With a copy to the Director of Air Routes and Aerodrome (Operations), Airport
Authority of India, Rajiv Gandhi Bhavan, Safdarjung Airport, New Delhi-
110003 (Phone 24631684,Fax 24629567)

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35.0 CARRIAGE OF DANGEROUS GOODS

Information and instructions on the carriage of dangerous goods,

including action to be taken in the event of an emergency are laid down
in the Dangerous Goods Manual for the guidance of crew relevant
extracts from the dangerous goods manual are re-produced below.

The Dangerous Goods cannot be transported on ATR 42 / 72 fleet as its

Cargo compartments are accessible to passengers on flights. Dangerous
Goods may however be accepted in CRJ fleet. The acceptance, storage
and handling of Dangerous Goods shall be undertaken by the trained
and approved staff.

All Flight Crew and Cabin Crew are trained for handling dangerous
goods on board to meet exigency situation of dangerous goods carried
in the cabin of the aircraft by concealment / ignorance by a passenger.

35.0.1 DEFINITIONS

Definitions are covered in Chapter 0 of Operations Manual

35.1.1.1 DANGEROUS GOODS TRAINING

Refer Training Manual. All staff handling dangerous goods are
appropriately trained as per regulations on dangerous goods.

35.1.1.2 LIMITATIONS ON THE TRANSPORT OF DANGEROUS

GOODS
Articles and substances which would otherwise be classified as
dangerous goods are excluded from the provisions of this Subpart, to
the extent specified in the Technical Instructions, provided:

a) They are required to be aboard the aeroplane in accordance

with the relevant JARs or for operating reasons;

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b) They are carried as catering or cabin service supplies;

c) They are carried for use in flight veterinary aid or as a humane

killer for an animal.

d) They are carried for use in flight for medical aid for a patient,
provided that:

i) Gas cylinders have been manufactured specifically for the

purpose of containing and transporting that particular gas;

ii) Drugs, medicines and other medical matter are under the
control of trained personnel during the time when they are in
use in the aeroplane;

iii) Equipment containing wet cell batteries is kept and, when

necessary secured, in an upright position to prevent spill age of
the electrolyte; and

iv) Proper provision is made to stow and secure all the equipment
during take-off and landing and at all other times when deemed
necessary by the commander in the interest of safely; or

a) They are carried by passengers or crew members.

Article and substances intended as replacements for those in (a) above

shall be transported on an aeroplane as specified in the Technical
Instructions.

The Company shall take all reasonable measures to ensure that articles
and substances that are specifically identified by name or generic
description in the Technical Instructions as being forbidden for
transport under any circumstances are not carried on any aeroplane.

The Company shall take all reasonable measures to ensure that articles
and substances or other goods that are identified in the Technical

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Instructions as being forbidden for transport in normal circumstances

are only transported when:

1) They are exempted by the Regulatory Authority concerned under

the provisions of the Technical Instructions or

2) The Technical Instructions indicate they may be transported under

an approval issued by the Regulatory Authority.

35.1.1.3 CLASSIFICATION
The Company shall take all reasonable measures to ensure that articles
and substances are classified as dangerous goods as specified in the
Technical Instructions.

35.1.1.4 PACKING
The Company shall take all reasonable measures to ensure that
dangerous goods are packed as specified in the Technical Instructions.

35.1.1.5 LABELLING AND MARKING

The Company shall take all reasonable measures to ensure that
packages, over packs and freight containers are labeled and marked as
specified in the Technical Instructions.

35.1.1.6 DANGEROUS GOODS TRANSPORT DOCUMENT

The Company shall ensure that, except when otherwise specified in the
Technical Instructions, dangerous goods are accompanied by a
dangerous goods transport document.

35.1.1.7 HAZARD CLASSES OF GOODS

Explosives Gases

Flammable liquids

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Flammable solids; Substances liable to spontaneous combustion;

Substances which, in contact with water, emit flammable gases.

Oxidizing Substances and Organic Peroxides.

Toxic and Infectious Substances.

Radioactive material

Corrosives

35.1.1.8 MISCELLANEOUS DANGEROUS GOODS

Aviation regulated solid or liquid

Magnetized Material

Elevated Temperature Substances

Miscellaneous articles & substances - Asbestos, Carbon-dioxide, solid

(dry ice), consumer commodity, chemical & first aid kits,
environmentally hazardous substance, life-saving appliances, engines,
internal combustion, vehicles (flammable, gas powered), vehicles
(flammable, liquid powered), polymeric beads, battery-powered
equipment or vehicles, zinc-dithionite, genetically modified organisms
and micro organisms which are not infectious substances but which are
capable of altering animals, plants or micro-biological substances.

35.1.1.9 DANGEROUS GOODS FORBIDDEN UNDER ANY

CIRCUMSTANCES
Following goods must not be carried on aircraft:

- Explosives which ignite or decompose when subjected to a

temperature of 75°C (167°F) for 48 hours.

- Explosive containing both chlorates and ammonium salts.

- Explosives containing mixtures of chlorates with phosphorus.

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- Solid explosives which are classified as extremely sensitive to

mechanical shock.

- Liquid explosives which are classified as moderately sensitive to

mechanical shock.

Any article or substance, as presented for transport, which is

liable to produce a dangerous evolution of heat or gas under
the conditions normally encountered in air transport.

Flammable solids and organic peroxides having, as tested,

explosive properties and which are packed in such a way that
the classification procedure would require the use of an
explosive label as a subsidiary risk label.

Acetyl cyclohexaneosulfonyl peroxide, more than 82% wetted

with less than 12% water.

Acetylene (liquefied) Acetylene silver nitrate Aluminium

dross, wet or hot Ammonium sulfide \ammonium bromate
Ammonium chlorate Ammonium fulminate Ammonium nitrite
Ammonium permanganate

Antimony sulphide and a chlorate, mixtures of Ascaridole

Azaurolic acid (salt of), (dry)

Azidodithiocarbonic acid

Azidoethyl nitrate

Azido guanidine picrate (dry)

5-Azido-l-hydroxy tetrazole

Azido hydroxy tetrazole (mercury and silver salts)

3-Azido- 1,2-Propylenc glycol dinitrate

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Azotetrazole (dry)

Benzene diazonium chloride (dry)

Benzene diazonium nitrate (dry)

Benezene triozonide

Benzoxidiazoles (dry)

Benzene azide

Biphenyl triozonide

Bromine azide

Biphcnyl triozonide

Bromineamide

4-Bromo-1 .2-dinitrobenzene

Bromosilane

1,2,4-Butanetriol trinitrate tcrt-Butoxycarbonyl azide

Tetra-Butyl hydroperoxide, more than 90% with water tert-

Butyl peroxyacetatc, more than 76% in solution tert-Butyl
peroxyisobutyrate. more than 77% in solution

Charcoal screenings, wet Chareoal, wet Chlorine azide

Chlorine dioxide Chloroacetone (unstabilised) Chloroprene,
uninhibited Coal briquettes, hot Coke, hot Copper acetylide
Copper amine a Copper retrainine nitrate Cynauric triazide

Cyclotetrarnethylenetetranitramine (dry or unphlegmatised)

(HMX)

Diacetone alcohol peroxides, more than 57% in solution with

more than
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9% hydrogen peroxide, less than 26% diacetone alcohol and

less than

9% water; total active oxygen content more than 10% by

weight.

p-Diazidobenzene

1,2-diazidoethane

1,1 -Diazoam inonaphthalence

Diazoaminotctrazole (dry)

Diazodinitrophenol(dry)

Diazodiphenylmcthane

Diazonium nitrates(dry)

Diazonium prechlorates (dry)

13-Diazopropane

Diberizyl peroxydicarbvonate, more than 87% with water

Dibromoacetylene

2,2-Di-(tert-butyperoxy) butane, more than 55% in solution

Di-n-butyl peroxydicarbonate, more than 55% in solution Di—
(tert-butylperox) phthalate, more than 55% in solution

Dichoroacety lene

N, Dichiorazodicarbonamidine (salts of), (dry) Dichloroethyl

sulphide Dichiorovinyl chloroarsine

2.2-Di-(4,4 di-tert butylperoxyclohexyl) propane, morethan

42% with inert solid

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Di-2,4-dichlorobenzoyl peroxide, more than 75% with water

Diethanol nitrosamine dinitrate (dry) Diothyleneglycol
dinitrate (dry) Diethylgotd bromide

Diethyl peroxydicarbonatge, more than 27% in solution

I .8-Dihydroxy-2,4,5,7-tetranitroanthraquinone (chrysamminic
acid)

Di-( I -hydroxytetrazole) (dry)

Diikodocaetylcne

2,5-Dimethyl-2,5-dihydroperoxy hexane, more than 82% with

water Dlimcthylhexance dihydroperoxide, more than 82% with
water Di-(I-naphthoyl) peroxide Dinitro-7,8-dimelhylglycoluril
(dry)

1.3 hydantoin

l,3-Dinitro-4,5-dinitrosobenzenc 1,1 -Dinitroclhane (dry) 1,2-

Dinitroethane Dinitroglycoluril Dinitromethane
Dinitropropylene glycol

2,4-Dinitroresoricinol (heavy metal salts of) (dry) 4,6-

Dinitroresorcinol (heavy metal salts of) (dry) 3,5-
Dinitrosalicylic acid (lead salt) (diy) Dinitrosobenzylamidine
and salts of (dry) 2,2-Dinitrosli

1,4-Dinitro-l,1,4,4-tetramethylolbutaneletranitrate (dry)

2,4-Dinitro-1 ,3,5-trimethylbenzenc

Di-(bcta-nitroxyethytl) ammonium nitrate

alpha. alpha'-Di-(nitroxy) methylether

1,9-Dinitroxy pentamethylene-2,4,6.8-tctramine (dry)

Dipropionyl peroxide, more than 28% in solution

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Dipropionyl peroxide, more than 28% in solution

Ethanol amine dinitrate

Ethylena diamine diperchiorate

Ethylene glycol dinitrate

Ethyl hydroperoxide

Ethyl nitrate

Ethyl nitrite

Ethyl pcrchiorale

Fulminate of mercury (dry)

Fulminating gold

Fulminating mercury

Fulminating platinum

Fulminating silver

Fulminic acid

Galactan trinitrate

Glycerol-1 .3-dinitrate

Glycerol gluconate trinitrate

Glycerol lactate trinitrate

Guanyl nitrosaminoguanylidene hydrazine (dry) Guanyl

nitrosaminoguanyltetrazene (dry) Hexamethylene tripcroxide
diamine (dry) Hexamethylol benzene hexanitrate
Hexanitroazoxy benzene

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2,2', 4,4' 6,6'-llcxanitro-3,3'-dihydro\yazoben/ene (dry) N,N'-

(hexanitrodiphenyl) ethylene dinitramine (dry) 2,3', 4,4', 6,6'-
Hexanilrodiphenylelher

Texanilrodiphenyl urea

Hexanitrocthane

Hexanitrooxanilide

Hydrazine azide

Hydrazine chlorate

Hydrazine dicarbonic acid diazide

Hydrazine perch lorale

Hydrazine selenate

Hydrogen cyanide, unstabiliscd

Hydroxy! amine iodide

Hyponitrous acid

Inositolh exanitrate (dry).

Inuline trinitrate (diy)

Iodine azide (dry)

lodoxy compounds (dry)

Iridium nitratopentamine iridium nitrate

Isopropy Icumyl hydroperoxide, more than 72% in solution

Isothiocyanic acid

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Lead azide (dry)

Lead nitroresorcinatc (dry)

Lead picrale (dry)

Lead styphnate (dry)

Magnesium dross, wet or hot

Mannitan tetranitrate

Mannitol hexanitrale (dry)

Mercurous azide , \

Mercury acetylide

Mercury iodide aquabasic ammonobasic (Iodide of Millon's

base) Mercury nitride Methazoic acid

Methy laminc dinitramine and dry salts thereof Methylamine

nitroform

Methylamine perchiorate (dry)

Methyldichloroarsinc

Methylene glycol dinitrate

Methyl ethyl ketone peroxide(s), more than 50%

alpha-Methyiglucoside tctranitrate

alpha-Methylglycerol trinitrate

Methyl nitramine (dry) metal salts of

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Methyl nitrate

Methyl nitrite

Methyl picric acid (heavy metal salts of) Methyl trimcthylol

methane trinitrate Naphthalene diozonidc Naphthyl
aminepcrchlorale Nickel picrate

Nitrates of diazonium compounds N-Nilroaniline

m-Nitrobenzene diazonium perchiorale

6-Nitro-4-diazotoluene-3-sulfonic acid (dry)

Nitroethyl nitrate

Nitroethylene polymer

Nitrogen trichioride

Nitrogen triiodide

Nitrogen triiodide monoamine

Nitroglycerin, liquid, not desensitized

Nilroguanidirie nitrate

1-Nitro hydantoin

Nilro isobutane triol trinitrate

Nitromannite (dry)

N-Nitro-N-methylglycolamide nitrate

2-Nitro-2-methylpropanolnitratc

m-Nitrophenyldinitro methane Nitrosugars (dry)

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1 .7-Ocladiene-3,5-diyne-l .8-dimcthoxy-9-octadecynoic acid

Pcntacrylhrite totranitrate (dry) Pentanitroaniline (dry)

Perehiorie aeid more than 72% acid, by weight

Peroxyacctic acid, more than 43% and with more than 6%

hydrogen peroxide m-Pheny lene diaminediperchioratc (dry)

Phosphorus (white and red) and a chlorate, mixtures of

Potassium carbonyl Pyridine perchloratc Qucb rac h i to I pe n
tan i t rate

Security type attache cases incorporating dangerous goods, for

exam pie lithium batteries and/or pyrotechnic material

Selenium nitride

Silver acety lidc (dry)

Silver azide (dry)

Silver chlorite (dry)

Silver fulminate (dry)

Silver oxalate (dry)

Silver picratc (dry)

Sodium picry I peroxide

Sodium tetranilride

Sucrose oetanitrate (dry)

Tetra/ido benzene quinone

Tetraclhy lammonium perchloratc (dry )

Tetramethylene diperoxide dicarbamidc

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Tetranitro diglycerin

2,3,4.6-Tetranitrophcnol

2,3.4.6-1 etranitrophenyl methyl nitramine

2,3,4,6-1 ctranitropheny Initramine

Tetranitrorcsorcinol (dry)

2,3,5,6- letranitroso-1 ,4-dinitrobenzenc

2,3.5.6-1 ctranitroso nitrobenzene (dry) letrazinc

Tetra/olyl azide (dry)

Trich1 oromet by I perc-liiorate

Triformoxime trinitrate

Trimcthylene glycol diperchiorate

Trimcthylol nitromethane trinitrate

1.3,5-Trimethy 1-2.4.6-trinitrobenzene

Trinitroacetic acid

Trinitroacetonitrile

Trinitroamine cobalt

2.4,6-1 rinitro-1 ,3-diazobenzene

Trinitroethanol

Trinitroethylnitrate

Trinitromethane

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2,4,6-Trinitrophenyl guanidine (dry) 2,4.6-1 rinitrophenyl

nitramine

2,4,6-Trinitrophenyl trimethylol methyl nitramine trinitrate

(dry)

2,4,6-Trinitroso-3-methyl nitraminoanisolc

Trinitrotetramine cobalt nitrate

2,4,6-Trinitro-1 ,3.5-triazido benzene (dry)

Tri-(bela-nitroxyethyl) ammonium nitrate

Tris, bis-bifluoroamino diethoxy propane

Vinyl nitrate polymer

P-Xylyl diazide

Note: It must be noted, however, that it is impossible to list all

dangerous goods which are forbidden in aircraft under any
circum stances. Therefore, it is essential that appropriate care
be exercised to ensure that no such goods be offered for
transport.

35.1.1.10 DANGEROUS GOODS FORBIDDEN UNLESS EXEMPTED

The following dangerous goods must not be carried on aircraft unless
exempted —

(a) Radioactive material, which is

• in vented type B(M) packages

• in packages which require external cooling by an ancillary
cooling system
• in packages subject to operational controls during transport
• explosive
• a pyrophoric liquid.

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(b) Unless otherwise provided, articles and substances (including those

described as "not otherwise specified") which are identified in the
List of Dangerous Goods as being forbidden.

(c) Infected live animals.

(d) Liquids having a vapour inhalation toxicity.

Note: The handling of Dangerous Goods will be done in conformity

with instructions laid down in IATA Dangerous Goods Regulation
Manual and ICAO guidelines.

35.1.1.11DANGEROUS GOODS ON AN AEROPLANE IN

ACCORDANCE WITH THE RELEVANT REGULATIONS OR
FOR OPERATING REASONS
Dangerous goods required to be on board an aeroplane in accordance
with the relevant rules or for operating reasons are those which are for:

a) The airworthiness of the aeroplane;

b) The safe operation of the aeroplane; or

c) The health of passengers or crew

Such dangerous goods include but are not limited to

a) Batteries;

b) Fire extinguishers;

c) First-aid kits;

d) Insecticides/Air freshners

e) Life saving appliances; and 0 Portable oxygen supplies.

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35.1.2 GUIDANCE ON THE REQUIREMENT FOR ACCEPTANCE,

LABELLING, HANDLING, STOWAGE AND SEGREGATION
OF DANGEROUS GOODS

35.1.2.1 DANGEROUS GOODS GENERAL INFORMATION

Information on Dangerous Goods should be easily understood for

identifying the various classes of dangerous goods. Pictographs are to
be used as an alternative to providing written information or to
supplement the above information.

35.1.2.2 ACCEPTANCE OF DANGEROUS GOODS

a) The Company shall not accept dangerous goods for transport until
the package, over pack or freight container has been inspected in
accordance with the acceptance procedures in the Technical
Instructions.

b) The Company or its handling agent shall use an acceptance check

list. The acceptance check list shall allow for all relevant details to
be checked and shall be in such form as will allow for the recording
of the results of the acceptance check by manual, mechanical or
computerized means.

35.1.2.3 INSPECTION FOR DAMAGE, LEAKAGE OR

CONTAMINATION

The Company shall ensure that:

i) Packages, overpacks and freight containers are inspected for

evidence of leakage or damage immediately prior to loading on an
aeroplane or into a unit load device, as specified in the Technical
Instructions.
ii) A unit load device is not loaded on an aeroplane unless it has been
inspected as required by the Technical Instructions and found free
from any evidence of leakage from, or damage to, the dangerous
goods contained therein.

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iii) Leaking or damaged packages, over packs or freight containers are

not loaded on an aeroplane
iv) Any package of dangerous goods found on an aeroplane and which
appears to be damaged or leaking is removed or arrangements
made for its removal by an appropriate authority or organization. In
this case the remainder of the consignment shall be inspected to
ensure it is in a proper condition for transport and that no damage
or contamination has occurred to the aeroplane or its load and
v) Packages, overpacks and freight containers are inspected for signs
of damage or leakage upon unloading from an aero plane or from a
unit load device and, if there is evidence of damage or leakage, the
area where the dangerous goods were stowed is inspected for
damage or contamination.

35.1.2.4 REMOVAL OF CONTAMINATION

The Company shall ensure that

i) Any contamination found as a result of the leakage or damage of

dangerous goods is removed without delay; and

ii) An aeroplane which has been contaminated by radioactive

materials is immediately taken out of service and not returned until
the radiation level at any accessible surface and the non-fixed
contamination are not more than the values specified in the
Technical Instructions.

35.1.2.5 INFORMATION TO GROUND STAFF

The Company shall ensure that

Information is provided to enable ground staff to carry out their duties

with regard to the transport of dangerous goods, including the actions to
be taken in the event of incidents and accidents involving dangerous
goods; and

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35.1.2.6 INFORMATION TO THE PASSENGERS

Information to passengers is promulgated in such a manner that

passengers are warned as to the types of dangerous goods that must not
be carried on board an aeroplane.

As a minimum this consists of

a) Warning notice or placards sufficient in number and

prominently displayed, at each of the places at an airport where
tickets are issued and passengers checked in, in aeroplane
boarding areas and at any other place where passengers are
checked in and

b) A warning with the passenger ticket. This is printed on the

ticket or on a ticket wallet or on a leaflet.

The information to passengers includes reference to those dangerous

goods which may be carried.

35.1.2.7 INFORMATION TO OTHER PERSONS

Information to persons offering cargo for transport by air is

promulgated in such a manner and prominently displayed at any
location where cargo is accepted.

This information consists of warning notices or placard sufficient in

number and prominently displayed at any location where cargo is
accepted.

35.1.2.8 INFORMATION TO THE COMMANDER

The Company shall ensure that the commander is provided with written
information, as specified in the Technical Instructions.

35.1.2.9 LOADING RESTRICTIONS

35.1.2.9.1 PASSENGER CABIN AND FLIGHT DECK

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The Company shall ensure that dangerous goods are not carried in an
aeroplane cabin occupied by passengers or on the flight deck, unless
otherwise specified in the Technical Instructions.

35.1.2.9.2 CARGO COMPARTMENTS

The Company shall ensure that dangerous goods are loaded, segregated,
stowed and secured on an aeroplane as specified in the Technical
Instructions.

35.1.3 EMERGENCY RESPONSE TO DANGEROUS GOODS INCIDENT

35.1.3.1 ACTION TO BE TAKEN BY CREW

In an unlikely event of any passenger carrying dangerous goods

unknowingly & spillage or leakage takes place, it may result in causing
fumes & smoke in the cabin or cockpit. If this happens, the crew should
assume that the aircraft atmosphere has possibly become contaminated
with irritating or toxic fumes & appropriate action should be taken. Few
guidelines are given below:

a) Select crew oxygen 100% & don smoke goggles, if necessary.

b) Wet towels or cloth to be provided to pax and crew with

instructions to place them on nose/mouth.

c) Non-essential electrical systems 'OFF".

d) Ventilate the cabin to "maximum".

e) Do not use water fire extinguishers on the spillage/fumes.

f) Consider landing as soon as possible.

g) Disembark pax & crew before opening cargo compartment.

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35.1.3.2 INFORMATION IN THE EVENT OF AN AEROPLANE

INCIDENT ORACCIDENT

The Company shall report dangerous goods incidents and accidents to

the DGCA. An initial report shall be despatched within 48/24 hours
respectively of the event unless exceptional circum stances prevent this.

The information to be provided includes the proper shipping name, UN

number (if assigned), class, subsidiary risk(s) for which labels are
required, the compatibility group for Class 1 and the quantity and
location on board the aeroplane.

35.1.3.3 MEDICAL AID FOR A PATIENT

Gas cylinders, drugs, medicines, other medical material (such as

sterilizing wipes) and wet cell or lithium batteries are the dangerous
goods which are normally provided for use in flight as medical aid for a
patient. However, what is carried may depend on the needs of the
patient. These dangerous goods are not those, which are a part of the
normal equipment of the aeroplane.

The dangerous goods may also be carried on a flight for a patient and
also after he has disembarked when it is impracticable to load or unload
the goods at the time of the flight on which the patient is carried.

35.1.3.4 DANGEROUS GOODS INCIDENT AND ACCIDENT REPORTS

Any type of dangerous goods incident or accident should be reported,

irrespective of whether the dangerous goods are contained in cargo,
mail passengers' baggage or crew baggage

Initial reports may be made by any means but in all cases a writ ten
report should be made as soon as possible.

The report should be as precise as possible and contain all data known
at the time the report is made, for example:

a) Date of the incident or accident;

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b) Location of the incident or accident, the flight number and

flight date, if applicable;

c) Description of the goods and the reference number of the air

waybill, pouch, baggage tag, ticket, etc;

d) Proper shipping name (including the technical name, if

appropriate) and UN number, where known:

e) Class or division and any subsidiary risk;

f) Type of packaging, if applicable, and the packaging

specification marking on it;

g) Quantity involved;

h) Name and address of the shipper, passenger, etc;

i) Any other relevant details;

j) Suspected cause of the incident or accident; k) Action taken;

1) Any other reporting action taken, and

m) Name, title, address and contact number of the person making

the report. Copies of the relevant documents and any
photographs taken should he attached to the report

35.1.3.5 CHECKLIST FOR DANGEROUS GOODS INCIDENT

- Follow the appropriate aircraft emergency procedures for fire

or smoke removal

- No smoking sign on

- Consider landing as soon as possible

- Consider turning off non-essential electrical power

- Determine source of smoke / fumes / fire

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- For dangerous goods incidents in the passenger cabin, see

cabin crew checklist and coordinate cockpit / cabin crew
actions.

- Determine emergency response drill code

- Use guidance from aircraft emergency response drill chart to

help deal with incident

- If the situation permits, notify ATC of the dangerous goods

being carried

AFTER LANDING

- Disembark passengers and crew before opening any cargo

compartment doors

- Inform ground personnel / emergency services of nature of

item and where stowed

- Make appropriate entry in maintenance log

35.1.3.6 CABIN CREW CHECKLIST FOR DANGEROUS GOODS

INCIDENT IN PASSENGER CABIN

INITIAL ACTION

- Notify pilot-in-command

- Identify the item In case of fire :

- Use standard procedure / check use of water In case of spillage

or leakage :

- Collect emergency response kit or other useful items

- Don rubber gloves and smoke hood or smoke mask portable

oxygen

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- Move passengers away from area and distribute wet towels or

cloths

- Place dangerous goods item in polyethylene bags

- Stow polyethylene bags, preferably AFT Toilet and declare

and mark stowage place U/S.

- Treat affected seat cushions / covers in the same manner as

dangerous goods item

- Cover spillage on carpet / floor

- Regularly inspect items stowed away / contaminated

furnishings

AFTER LANDING

- Identify to ground personnel dangerous goods item and where

stowed

- Make appropriate entry in maintenance log

35.1.4 DUTIES OF PERSONNEL INVOLVED IN DANGEROUS GOOD

CARRIAGE

This has been covered in the approved Dangerous Goods Manual of the
airline

35.1.5 SCOPE - DANGEROUS GOODS CARRIED BY EMPLOYEES /

PASSENGERS

1) The Technical Instructions exclude some dangerous goods

from the requirements normally applicable to them when they
are carried by passengers or crew members, subject to
conditions given hereunder.

2) The dangerous goods which each passenger or crew member

can carry are:.

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a) Alcoholic beverages not exceeding 70% alcohol by volume,

when packed in receptacles of less than 5 litres

b) Non-radioactive medicinal or toilet articles (including aero

sols, hair sprays, perfumes, medicines containing alcohol) in
checked in baggage only, aerosols which are non- flammable,
non-toxic and without subsidiary risk, when for sporting or
home use. The net quantity of each single article should not
exceed 0.5 1itre or 0.5 kg and the total net quantity of all
articles should not exceed 2 litres or 2 kgs. Safety matches or a
lighter for the person's own use and when carried on him.
Strike anywhere' matches, lighters containing unabsorbed
liquid fuel (other than liquefied gas), lighter fuel and lighter
refills are not permitted.

c) A hydrocarbon gas-powered hair curler, providing the safety

cover is securely fitted over he heating element. Gas refills are
not permitted.

d) Small carbon dioxide gas cylinders worn for the operation of

mechanical limbs and spare cylinders of similar size if required
to ensure an adequate supply for the duration of the journey

e) Radioisotopic cardiac pacemaker or other devices (including

those powered by lithium batteries) implanted in a person, or
radio-pharmaceuticals contained within the body of a person as
a result of medical treatment.

f) A small medical or clinical thermometer containing mercury,

for the person's own use, when in its protective case.

g) Dry ice, when used to preserve perishable items, providing the

quantity of dry ice does not exceed 2 kg and the package
permits the release of the gas. Carriage may be in carry on
(cabin) or checked baggage, but when in checked bag gage the
operator's agreement is required.

h) Carriage is allowed by the operator, small gaseous oxygen or

air cylinders for medical use.
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i) When carriage is allowed by the Company, a small carbon

dioxide cylinder fitted into a self inflating life jacket and a
spare cylinder.

j) When carriage is allowed by the Company, wheelchairs or

other battery-powered mobility aids with non-spillable
batteries, provided the equipment is carried as checked bag
gage. The battery should be securely attached to the
equipment, be disconnected and the terminals insulated to pre
vent accidental short circuits.

k) When carriage is allowed by the company, wheelchair or other

battery-powered mobility aids with spillable batteries,
provided the equipment is carried as checked baggage. When
the equipment can be to add, stowed, secured and unloaded
always in an upright position, the batteries should be securely
attached to the equipment, be disconnected and the terminals
insulated to prevent accidental short circuits. When the
equipment cannot be kept upright, the battery should be
removed and carried in a strong, rigid packaging, which should
be leak-tight and impervious to battery fluid. The battery in the
packaging should be protected against accidental short circuits,
be held upright and be surrounded by absorbent material in
sufficient quantity to absorb the total liquid contents. The
package containing the battery should have on it Battery wet,
with wheelchair or battery wet, with mobility aid, bear a
Corrosive label and be marked to indicate its correct
orientation. The package should be protected from upset by
securing in the cargo compartment of the aero plane. The
commander should be informed of the location of a wheelchair
or mobility aid with an installed battery or of a packed battery;

l) When carriage is allowed by the company, cartridges for

sporting weapons, provided they are in Division 1 .4S (See
Note), they are for that persons' own use, they are securely
boxed and in quantities not exceeding 5 kg gross mass and
they are in checked baggage. Cartridges with explosive or
incendiary projectiles are not permitted.

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Note Division 1.4S is a classification assigned to an ex plosive. It refers

to cartridges which are packed or designed so that any dangerous effect
from the accidental functioning of one or more cartridges in a package
are confined within the package unless it has been degraded by fire,
when the dangerous effects are limited to the extent that they do not
hinder fire fighting or other emergency response efforts in the
immediate vicinity of the package Cartridges for sporting use are likely
to be within Division 1 .4S.

m) When carriage is allowed by the company, a mercurial

barometer in carry-on (cabin) baggage when in the possession
of a representative of a government weather bureau or similar
official agency. The barometer should be packed in a strong
packaging having inside a sealed inter liner or bag of strong
leak-proof and puncture resistant material impervious to
mercury closed in such a way as to prevent the escape of
mercury from the package irrespective of its position. The
commander should be informed when such a barometer is to
be carried.

n) When carriage is allowed by the company, heat producing

articles (i.e. battery operated equipment, such as under-water
torches and soldering equipment, which if accidentally
activated will generate extreme heat which can cause a fire),
provided the articles are in carry-on (cabin) baggage. The heat
producing component or energy source should be removed to
prevent accidental functioning.

o) When carriage is allowed by the company, a small oxygen

generator for the person's own use, provided it is in checked
bag gage. The generator, without its packaging, should be
capable of withstanding without actuation or loss of contents a
1.8 m drop test onto a rigid, non-resilient, flat and horizontal
surface, in the position most likely to cause damage, it should
be equipped with an actuating device with at least two positive
means of preventing unintentional actuation; and the generator
when well insulated and when actuated at a temperature of 20°
C should not exceed a temperature of 100° C on any external

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surface. The generator should be in the manufacturer's original

packaging, which should include a sealed out wrapping or
other means to establish that it has not been tampered with and
the packaging should be marked to show that it meets these
requirements

35.2 CARRIAGE OF WEAPONS, AMMUNITIONS ETC.

35.2.1 CONDITIONS FOR CARRIAGE OF ARMS, EXPLOSIVES, ETC.

Rule 8 of the Indian Aircraft Act 1937 lays down the circumstances and
conditions for the carriage of arms, explosives or dangerous goods,
extracts from which are reproduced below :-

Carriage of arms, explosives or dangerous goods

1. Save as otherwise provided in this rule, no person shall carry

or cause or permit to be carried, in any aircraft to. from, within
or over India any munitions of war, implements of war,
ammunitions, military stores, oxidizing material, corrosive
substance, compressed gas, tear gas, radio-active material,
poisonous substance or other dangerous goods.

2. Notwithstanding anything contained in sub-rule(l), the

following classes of goods may subject to the provisions of
sub-rules (3) and (4), be carried in any aircraft, namely

a) Such goods as may be required for and are not kept for any
purpose other than the operation of or landing of aircraft

b) Such goods as are carried by or under the authority of persons

employed by the Police or by the Army, Navy or Air forces of
the Union and

c) Any other goods the carriage of which is authorized in writing

by the Central Government, in accordance with and subject to
the terms and conditions of such authorization.

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3. Where the carriage of any goods is permitted by or under sub

rule (2), it shall be the duty of the pilot, of the consignor and of
every person concerned with booking, handling or carriage of
such goods to take all precautions to avoid danger to aircraft or
to persons therein or to any other person or property and in
particular to ensure-

a) that the goods are so packed, protected and secured as to avoid

the possibility of their being a source of danger;

b) That the goods are carried so as not be accessible to the

passengers on the aircraft; and

c) That the nature of the goods is plainly and conspicuously

marked on the outside of the package containing them.

4. The consignor of any goods which are or appear to be, of the

kind specified in sub- rule (2). shall give the air carrier a
written notice specifying the nature, weight and quantity of the
goods and the name and full address of the consignee, and the
carrier shall inform the pilot or person in-charge of the aircraft
of all such particulars before the goods are placed on board the
aircraft.

5. Every consignor of goods by air, other than a consignor to

whom sub-rule(4) applies, shall make a written declaration to
the effect that the consignment does not contain any goods of
the nature specified in sub-rule(l) and shall deliver the same to
the air carrier; Provided that no such declaration shall be
necessary in the case of international carriage of goods if the
nature of the goods is clearly indicated in the air-way bill.

6. Where any officer authorized in this behalf by the Central

Government has reason to believe that the provisions of this
rule, are, or are about to be, contravened, he may cause the
goods in question to be placed under his custody pending
detailed examination of nature of the goods or pending a
decision regarding the action, if any. to be taken in the matter.

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7. Where any officer of the company authorized in this behalf by

the Central Government has reason to believe that the carriage
by air of any goods offered to the Corporation for
transportation by air contravenes or will contravene the
provisions of this rule, he may cause the goods in question to
be placed under his custody pending detailed examination of
the nature of the goods or pending a decision regarding the
action, if any, to be taken in the matter.

35.2.2 CARRIAGE OF WEAPONS

Any weapon or object which could be used for unlawful interference

will not be permitted to be carried as hand baggage.

The carriage on person of all types of knives including souvenir knives

or knives considered illegal by local law which could be used as a
weapon will not be permitted. The only exception will be passengers of
Sikh religion as per Government ruling.

All tear gas and similar chemicals and gases whether in canister or other
container, any combination of explosives, incendiaries and any other
component which can result into an explosion or fire which is
hazardous to the safety of the aircraft will not be permitted.

All items classified as restricted articles as defined in the Rules of

Carriage, such as ice picks, straight razors, scissors and like, which
could be used as a weapon including a toy or a dummy or a grenade will
not be permitted.

Guidelines are mentioned hereunder for manual checks to be carried out

for all passengers. Although these checks can also be conducted with
the assistance of different types of X-Ray machines, metal detectors,
etc., it has been found that manual inspection, though lime consuming,
is of course a more fool-proof method.

A search of hand-baggage has to be carried out to ensure that no lethal

weapon is concealed in any secret compartments.

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Normally, the lethal weapon would weigh more than the clothing. It
tends to tall at the bottom of the hand baggage even if it is wrapped in
soiled clothes, socks, underwear.etc. It is therefore, necessary to search
thoroughly all the contents including shaving-kits, cigarette cartons,
reading material etc. These weapons could also be concealed in
cameras. Consequently, while carrying out the checks, if any such items
weigh more than normal, they should be thoroughly searched.

The smallest fire-arm could approximately measure about two inches or

less. It could be concealed in shirt cuff-links or in the coat-forearm or
even underneath the socks. Such weapons also could be concealed in a
garment which appears punched up or wrapped around something.
Similarly, magazines and newspapers should also be checked.

Pill-boxes, medicines, note-books, religious articles, may not normally

be carrying a concealed weapon unless there is an evidence of
tampering or other apparent inconsistency in which case, they are
required to be opened. Thick layers of packed clothing can be checked
by running the hand between the layers rolled, packed or scaled.
Garment bags and wardrobe hangers need careful checking since a
weapon could be affixed to the hanger or lying in the lower corner of
the wardrobe. Umbrellas should be slightly opened to ensure that they
do not contain any weapon. Likewise, the umbrella handles should be
slightly turned to ensure that they are rigid. If not, the handle itself
could be connected with sharp lethal weapons which could be concealed
in the main rod of the umbrella.

Brief cases, suit-cases should be checked for concealed compartments.

This could be accomplished by searching and feeling the bottom and
sides and ascertain that they have normal thickness. Always look out for
any interior which looks reinforced or repaired.

Stuffed pillows and toys are particularly difficult to inspect. Stuffing

could prevent the checker from detecting the concealed weapon, who is
therefore required to see the abnormality in the weight of such pillows,
toys, etc.

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A small lethal weapon or an explosive device could be concealed even

in the shoes. The inspection of the shoes must include removal of the
shoestring to ascertain that nothing is concealed in the heel of the shoe.

Aerosol cans should be inspected by holding them to determine that the

weight is consistent with what is normally expected. In addition, the
cans should be squeezed, the one that can be tampered with will dent
easily. It the can arouses any suspicion, it must be thoroughly checked
to clear the suspicion before being allowed to pass through. Cameras or
photography equipment should be usually inspected to ascertain that the
lens is intact and that there is no suspicious apparatus which might
conceal the muzzle of a fire-arm.

Electrical equipment, such as tape-recorders, Dictaphones, phonograph,

etc. should also be usually inspected to determine if there is any unusual
apparatus and if the batteries are intact. Most can be operated as a proof
that they are not tampered with.

For further information refer AASL DGR Manual.

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36.0 SECURITY INSTRUCTIONS AND GUIDANCE

The Air India Security Department will handle all the security aspects
of the company. Director Security (Air India) will co-ordinate this
function through the COO of the company and Executive Director
(Airline Operations).

36.1 SECURITY INSTRUCTION AND GUIDANCE

INTRODUCTION
Security is a vital function, the objective of which is to secure the
company's passengers, aircraft and installations against acts of unlawful
interference with Civil Aviation. The scope of Security extends to every
part of the undertaking and must necessarily permeate all levels. Its
function is primarily preventive in nature which ensures that adequate
counter-measures are taken against the existing and potential threats
without hampering the airline operations while at the same lime not
compromising with the basic principles of Security.

THREATS AND IMPLEMENTATION

It is primarily a responsibility of the Management at all levels to remain
constantly aware of the threats and risks presented to the airlines by acts
of unlawful interference with Civil Aviation such as Hijacking,
Sabotage, etc. In order to meet these threats effectively, guidelines have
been formulated incorporating countermeasures of acceptable standards
for effective implementation with due regard for the dignity of the
individual. These guidelines are issued as formal instructions after
extensive consultations with the concerned operating department and in
accordance with the directions received from Government of India from
time to time as well as the standards and recommended practices laid
down by the International Civil Aviation Organization. All personnel of
the company, shall ensure that they develop security awareness and are
alert towards suspicious/unauthorized people and packages, that they do
not ignore unusual circumstances and incidents and ensure that a
communication channels and facilities are functioning at all times, and
that they take cognizance of anything adverse when noticed and take
appropriate action or report to higher authority as necessary.

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Some of the security functions in the field are carried out by other
agencies such as the local police authorities, AAI Civil Aviation etc., in
addition to the company's own endeavor to ensure total security
environment. This notwithstanding, it is the responsibility of the
company to ensure coordination of total security effort and effective
implementation and maintenance of the prescribed procedures and
security standards throughout its own network.

36.1.1 AREAS OF IMPLEMENTATION

LANDSIDE ANTI HIJACKING MEASURE

EMBARKATION SCREENING
Completion of check-in formalities, a search of hand baggage which is
limited to one piece per passenger, either manually or through x-ray
screening followed by frisking is carried out by the State/Union
Territory Police authorities under the guidance of BCAS with the
intention of preventing and detecting carriage on board the aircraft of
any lethal weapons or objects or articles which could be used for
unlawful seizure of an aircraft by a potential hijacker.

After the above checks, the security personnel will stamp and initial the
boarding pass and the hand baggage label as a token of having cleared
the passenger and his/her hand baggage.

All the checks will be carried in such a manner that they do not affect
the liberty and the dignity of the passenger to any great extent. Heads of
States and the Prime Ministers are exempted from security checks
described above, as per the Gazette Notification of Govt. of India.
Besides, the following category of VIPs will also be exempted from
frisking and baggage search while traveling on company flights;

i) Cabinet Ministers of the Central Government.

ii) Governors of Slates.

iii) Chief Ministers of States (excluding Union Territories).

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iv) Ambassadors /Heads of Missions such as Charge-de-Affairs and

Acting High Commissioners.

Regarding the hand baggage search, the pieces of hand baggage carried
by the above category of passengers will not be subjected to physical
search if carried by the passengers themselves. However, if the hand
baggage of these VIPs is presented to the security staff by their personal
staff or any other person on their behalf, it shall be screened.
Government of India may, from time to time, issue further instructions
on the subject for compliance.

As far as the carriage of firearms by the personal security staff of such

VIPs/ dignitaries is concerned, the rules regarding the carriage of fire-
arms will be applicable as has been stated in Rule 8 of the Indian
Aircraft Act under the heading Conditions For the Carriage of Arms etc.
and instructions issued from time to time

DEPARTURE STERILE AREA

Alter the above formalities are carried, the passengers enter the
departure sterile area in order to ensure that these security cleared
passengers do not come in contact with any unauthorized or non-
security cleared person. Should any security cleared passenger leave
this area for any reason, he has to once again undergo all pre-
embarkation security checks before boarding the aircraft.

MOVEMENT OF PASSENGERS FROM STERILE AREA /

TERMINAL BUILDING TO DEPARTING AIRCRAFT
Passengers are carried in buses under surveillance from the terminal
building to the aircraft and vice-versa. In some cases, however, where
passengers have to walk the distance between the terminal building and
the departing aircraft and vice-versa, their movement will be under the
necessary police surveillance.

AIRSIDE - LADDER POINT CHECK

On reaching the ladder of the departing aircraft, the Ground Operation
Staff on duty will ensure that the boarding passes are duly stamped for
immigration, customs and security in case of international flights and
security stamps in case of domestic flights. In addition to this, the
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Ground Operation Staff will also check the boarding passes for their
validation stamps, i.e. date and flight numbers. Subsequently, they will
detach the stub and permit the passengers to board the departing
aircraft. These detached stubs of the boarding passes will be retained by
the Ground Operation for 24 hours in case of domestic operation and
handed over to immigration authorities in case of international
operation.

With regard to the duly validated hand baggage label, the Ground
Operation Staff on duly at ladder point, after ensuring that the above
label is stamped and signed by the police, will tear the tag halfway in
order to avoid any misuse by a potential hijacker.

36.1.2 ANTI-SABOTAGE MEASURES REGISTERED BAGGAGE

After the passengers have checked-in, their registered baggage is tagged
and carried to the baggage make-up area. Subsequently it is loaded in
the departing aircraft. The movements of baggage between the check-
in-counter and the departing aircraft shall be under the proper
surveillance of the company personnel detailed for the purpose, with a
view to eliminate any chance of tampering with or replacement of the
registered baggage.

It is responsibility of Ground Operations to ensure that the total number

of passengers checked in have boarded the aircraft. If the total number
of passengers on board does not tally with the number of checked-in
passengers, the entire baggage is to be offloaded for identification by
passengers before it is re-loaded in the aircraft. During this process, if
the Gate-No-Show passenger is detected then he is not to be accepted
on the flight as he is declared Gate-No-Show.

SECURITY OF UNACCOMPANIED BAGGAGE, MAIL CARGO

Cargo, unaccompanied baggage booked as cargo and other loads such
as mail, company stores, galley equipment etc. and other articles like
food-stuffs etc. are to be loaded in the aircraft under the strict
surveillance of the Ground Operations, as per the laid down procedure,
who will ensure that in totality only authorized loads are put on board
the aircraft.
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On no account will the P & T staff be allowed to load or unload the mail
etc.

Cameras, projectors, binoculars etc., when carried on persons will be

subjected to inspection by the security staff otherwise they will be
carried in/or as registered baggage only.

BOARDING PASS
All boarding passes are to be treated as 'Cash Value Documents' and
kept under lock and key. Boarding Passes are supplied in sets of equal
number as the seats on an aircraft, except for flights operated with turbo
prop aircraft. One set per flight is taken out and validated for the flight.
Unused passes are to be destroyed after the close of counter.

All boarding passes are either printed or re-written showing the name of
the station, flight number and date, and each pass is signed by the
issuing staff.

The number of boarding passes issued are to be tallied with the number
of flight coupons uplifted.

Before emplaning, the boarding passes are to be checked by the Ground

Operations staff on ladder point duty. Passengers with unstamped
boarding passes are to be taken back for security check and will only be
permitted to board the aircraft after necessary verification/investigation
and subsequent clearance by the Police.

TRANSIT PASSES
All the Boarding Passes issued to the passengers will be pre-printed
with the caption reading 'Retain till Destination'. In case of passengers
disembarking at the transit station, such passengers will produce the
subject cards together with the ticket/jacket at the check-in-counter and
will obtain fresh boarding passes for the purpose of undergoing fresh
frisking before embarkation.

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HANDLING OE PASSENGERS
All joining passengers on a stopping flight are to be frisked by the
Security personnel before emplaning. Transit passengers are to stay on
board unless, otherwise notified in which case they have once again to
pass through security checks.
IDENTITY CARDS
All employees of the company are issued with photo identity cards by
the respective Security Branch. They are required to display or produce
them on demand. In case of loss, the employee concerned is required to
immediately lodge a report with the police authorities concerned and
submit a copy of the FIR for the issue of duplicate card as per the laid
down procedure. Employees working in the apron/technical/ sensitive
areas are issued with Photo Identification Cards by the DCPs/SPs at
International Airports and by the Aerodrome Officers at domestic
airports on behalf of BCAS. These identification cards are to be
prominently displayed by the staff while on duty. The loss of this card
is to be dealt with in a manner similar to the loss of company's card as
stipulated above;

VERIFICATION OF ANTECEDENTS OF CASUAL

LOADERS/EMPLOYEES
a) Antecedents of the casual employees are to be verified by the
employing department before they are engaged. Their particulars
will be kept properly on record.

b) The employing department will ensure that such casual employees

are provided with identity cards by the Security Branch and these
cards are taken back from them everyday at cessation of work.

c) Such employees engaged on casual basis must not be detailed to

work in the apron/ sensitive areas.

CHECKING OF TOILETS/HAT-RACKS/CATERING ITEMS

ETC
Toilets, hat-racks and catering items of the departing aircraft will be
checked by the Engineering/Cabin Attendants before the departure.
Checking of catering items will be carried out by the Ground
Operation/Catering/Cabin Crew. Wherever available and in cases of

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definite threat the company staff will render necessary assistance and
co-ordinate in this task.

MAINTENANCE SECTION
Maintenance Sections will ensure that the aircraft are parked in well-lit
areas. Doors of parked aircraft/unattended aircraft must be closed &
where possible locked and scaled.

1. Built-in access steps should be retracted and mobile access stairs,

hi-Lift vans step ladders and the like must be removed from the
vicinity of parked, unattended aircraft.

2. All the ground equipment should be either removed from the

aircraft or immobilized to prevent their use as a means of access to
unauthorized persons.

Jetways should, if practical, be withdrawn from the unattended aircraft

parked adjacent to Passenger Terminal Building. Doors between the
Terminal and Jetway should be locked.

Engineering Department should recommend to Security the deployment

of Guards around the aircraft where necessary.

All the staff working near or around the aircraft must display their
identity badges at all times and must also be in the proper uniform
issued to them.

Personnel servicing the aircraft during the course of their normal

assignment should check their work area for suspicious
material/baggage and unauthorized movements. If anything unusual or
adverse is observed it will be brought immediately to the notice of the
concerned authority.

It will be the duty and responsibility of all the staff to verify/challenge

the presence of any unauthorized or unidentified person near or around
the aircraft.

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Before any aircraft is placed in service after it has been parked

unattended it should be subjected to a walk-around examination, which
includes wheels wells or other open cavities.

Any indication that the aircraft has been entered, or indication that any
item has been placed within the plane or that there has been tampering
with any part of the plane, should be resolved by a thorough inspection
by a responsible person.

The operator of the facility in which the parking area is located should,
through appropriate patrols and inspections, ensure that any foreign
items on the tarmac are removed to prevent damage to aircraft lyres or
ingestion into jet engines.

Checks should be conducted systematically by the staff familiar with

the aircraft. Wherever possible searches should be conducted by teams
provided with check list and assigned to the specific area of the aircraft.
In view of the possibility that explosive devices or substances may be
camouflaged, as aircraft equipment or components, it is important that
checks be made by qualified engineering and/or maintenance personnel.

36.1.3 BOMB/SUSPICIOUS OBJECT THREATS

CLASSIFICATION OF BOMB THREATS

Least Risk Location

CRJ700 Aircraft door 2R (Forward) Service RH ATR 42-320 &

ATR 72-600 Aircraft AFT (Service) RH door

SPECIFIC THREATS

A threat may be classified as specific if contains the following factors:

■ The Airline is identified

■ A specific fight number is mentioned

■ Exact date and time staled

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■ Origin or destination of flight is given

NON-SPECIFIC THREATS
A threat may be classified as non specific if it contains the following
factors:
• The Airline is not identified

• The flight is not specified

• Neither date nor time is mentioned

The threat is general in nature such as "the next (light departing/arriving

has a bomb / suspicious object on board".

In case a bomb threat is received while the aircraft is in flight the

Commander should decide whether to return or proceed to the
destination or alternate airport so as to land as soon as possible. This
will depend on whether the threat is specific or nonspecific. A discreet
search of the aircraft should be carried out Sabotage devices can be
disguised in many ways. The general guidelines are:

• An obvious device, a package which fits the description contained

in the threat

• A package which is foreign to its environment.

• Any unclaimed or unusual package found should be guarded and

not be disturbed.

BOMB / SUSPICIOUS OBJECTS THREAT CHECKS

In case of bomb / suspicious objects threats. Engineering will ensure
that the particular aircraft will immediately be segregated from the other
parked aircraft and will be away from any oil and radar installations.

The aircraft should be thoroughly checked by the Maintenance staff of

the company in the presence of Officer-on Duty from the Aeronautical
Inspection Department. Any suspicious foreign article should be
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segregated. Pending its identification and classification of the explosive,

the local police should take charge of it and make a detailed inquiry. In
the absence of an officer of the Inspectorate of Explosives or Bomb
Removal Squad, the senior-most police officer shall have the authority
for direct removal of the suspected article. Necessary care should be
taken that the article docs not receive any unnecessary jerks which may
result in a detonation. A detailed description of the article should be
noted including the writing and marking found on the suspected article.
If it is in some foreign language then exact reproduction of what is
written should be taken down. Whenever possible, the article should be
photographed from different angles without disturbing it. All these
operations will be carried out in the presence of Airport Fire Officer.

The AAI Directorate in respect of the four International Airports and

Aerodrome Officer in respect of other Civil airports will supervise and
coordinate the handling of suspected article.

Alter all the necessary checks in case of bomb threat have been carried
out as per the laid down drill by the respective departments, Clearance
Certificate will be issued. At outstations, the Station Manager of the
official representing the Station-in-Charge can sign the Clearance
Certificate.

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BOMB CHECK SCHEDULE

SECURITY CHECK SCHEDULE

A/C.REGN: VT………………

CHECK……………………DATE………….STATION

Note:
1. Following checks are to be performed whenever aircraft is on
ground for more than two hours and the aircraft has been fully off-
loaded of all passengers/ baggage/catering equipment. These
checks are also to be done at Originating/Night halt stations. Panels
need not be opened specially for this inspection, unless required for
confirming suspected discrepancy.

No. Checks to be done AME/INSP

1) Check the serviceability of the locking mechanism of the door-

_______________________between cockpit and cabin.

2) Check the intercom for serviceability, especially the one between

_________________________ cockpit and cabin.

3) Check T.T. light for operation and rest ____________________.

4) Inspect following locations especially for presence of

any________________________ suspicious/foreign objects:

a) Cockpit Area: Check the following:

i) Underseats. ____________________________
ii) Floor area. ____________________________
iii) Around rudder pedals. ____________________

a) Nose and Main L. Gear Wheel Wells Check areas of wheels well
reached by hand and check around wheel bogies ___________

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b) GALLEYS : (FWD. & AFT)

Open and check stowage and waste bins ___________

c) TOILETS : (FWD. & AFT)

i) Toilet stowage and waste bins ___________
ii) Commode bowl ___________
iii) Toilet compartment under the sink ___________

d) CABIN :

i) Check hat racks / stowages ___________

ii) Check passenger seats and seat pouches ___________
iii) Check floor area. ___________

e) CARGO/BAGGAGE COMPARTMENTS:
Check entire baggage / cargo holds. ___________

f) ENGINES :

i.) Check scoops, air intakes and exhaust. ___________

ii.) Engine oil refill cover. ___________

g) E & E COMPARTMENT : Check area inside if panel is/has

been opened for servicing or snag rectification.
_________________________________________________________
_

COMPLETION TIME : _ SIGNATURE _______

COMPLETION DATE ______ AME LICENCE / APPRVAL

NO_______

BOMB THREAT REPORT

Date Time Flt

Office where call received: Telephone no. :

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Name of staff taking call : Designation :

Try to obtain following details from the caller

Where has the bomb been placed : (Aircraft cabin, galley, toilets, holds,
cockpit)

How is the bomb packed : (In a suitcase, box, carton, handbag or

parcel)

On what flight has the bomb been placed:

What type of bomb is it : (Explosive, time bomb, pressure, incendiary)

If time bomb, at what time is it set to explode:

How large is the bomb:

Name of the caller : Telephone No. Any other details given by

the caller:

Notes :

• Listen very carefully to the caller and do not interrupt him/her.

• Try to detect an accent and sex of caller or some background
noises.
• Where facilities exist to trace the calls, try and draw the attention of
another staff that you would like to have the call traced. In order to
do this, try and keep the caller engaged in conversation. This can
be done by politely requesting the caller to repeat the details stating
that you would like to record them.
• In case of extortion threat, the local Police Authorities must be
notified.

LIST OF OFFICIALS TO BE CONTACTED ON RECEIPT OF A

THREAT
Company Officials Telephone Number : Office : Residence:

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Executive Director(AO)

Airport Manager

Incharge Ops

Chief of Maintenance

Security Office

Airport Authorities

Airport Director / Manager

Officer-in-charge. Fire Services

Officer-in-charge. Health

FLIGHT AND GROUND OPS Officer-in-charge

Immigration Office-in-Charge.

Customs Office-in-Charge.

Police Office-in-Charge.

Security Office-in-Charge.

Postal Air Mail

Office-in-charge,

Bomb Disposal Unit

36.1.4 FLIGHT OPERATIONS

1. Before the passengers board the aircraft, the cabin crew will double
check the passenger cabin area including toilet for the presence of
any foreign object or any unauthorized person.

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2. Commander will ensure complete elimination of access (except for

operating crew members) from the cabin to the cockpit.

3. The door between the cabin and cockpit of each aircraft inflight is
to remain locked from inside the cockpit.

4. Cockpit door is to be opened only when such request is made by

the cabin crew.

5. Cabin crew will operate Tell-Tale lights warning system in case of

emergency to warn the Commander and other cockpit crew.

FIRE ARMS AND WEAPONS

1. Any weapon or object, which could be used for wrongful
possession of the aircraft, will not be permitted to be carried as
hand baggage.

2. The carriage on person of all types of knives including souvenir

knives or knives considered illegal by local law, which could be
used as a weapon, will not be permitted. The only exception will be
passengers of Sikh religion as per Government ruling.

3. All tear gas and similar chemicals and gases whether in canister or
other container, any combination of explosives, incendiaries and
any other component which can result in an explosion or fire will
not be permitted.

4. All items classified as restricted articles as defined in the rules of

carriage, all items such as ice picks, straight razors, scissors and
like, which could be used as a weapon including a toy or a dummy
or a grenade will not be permitted.

5. Guidelines are mentioned hereunder for manual checks to be

carried out for passengers. Although those checks can also be
conducted with the assistance of different types of X-Ray
machines, metal detectors, etc., it has been found that manual
inspection, though lime consuming, is a more fool-proof method.

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6. A dress-makers scissors, if carried by a female passenger will

indicate habit of sewing but a male passenger carrying this type of
scissors could easily utilize it as a dangerous weapon. Presence of
mind should therefore be maintained while carrying out such
checks and should the checks of the hand baggage or frisking of the
passenger reveal anything unusual, the carriage of scissors will not
be permitted.

7. A search of hand-baggage has to be carried out to ensure that no

lethal weapon is concealed in any secret compartments. Normally,
the lethal weapon would weigh more than the clothing. It tends to
fall at the bottom of the hand baggage even if it is wrapped in
soiled clothes, socks, underwear's, etc. It is, therefore, necessary to
search thoroughly all the contents including shaving-kits, cigarette-
cartons, reading material etc. These weapons could also be
concealed in cameras. Consequently, while carrying out the checks,
if any such items weigh more than normal, they should be
thoroughly searched.

8. The smallest fire-arm could approximately measure about two

inches or less. It could be concealed in shirt cuff-links or in the
coat-forearm or even underneath the socks. Such weapons also
could be concealed in a garment, which appears bunched up or
wrapped around something, similarly, magazines and newspaper
should also be checked.

9. Pill-boxes, medicines, note-books, religious articles, may not

normally be carrying a concealed weapon unless there is an
evidence of tampering or other apparent inconsistency in which
case, they are required to be opened. Thick layers of packed
clothing can be checked by running the hand between the layers
rolled, packed or sealed. Garment and wardrobe hangers need
careful checking since a weapon could be affixed to the hanger or
lying in the lower comer of the wardrobe. Umbrellas should be
slightly opened to ensure that they do not contain any weapon.
Likewise, the umbrella handles should be slightly turned to ensure
that they are rigid. If not, the handle itself could be connected with

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sharp lethal weapons which could be concealed in the main rod of

the umbrella.

10. Briefcases, suit-cases should be checked for concealed

compartments. This could be accomplished by searching and
feeling the bottom and sides and ascertain that they have normal
thickness. Always look out for any interior, which looks reinforced
or repaired.

11. Stuffed pillows and toys are particularly difficult to inspect.

Stuffing could prevent the checker from detecting the concealed
weapon, who is therefore required to sec the abnormality in the
weight of such pillows, toys, etc.

12. A small lethal weapon or an explosive device could be concealed

even in the shoes. The inspection of the shoes must include
removal of the shoestring to ascertain that nothing is concealed in
the heel of the shoe.

13. Aerosol cans should be inspected by holding them to determine that

the weight is consistent with what is normally expected. In
addition, the cans should be squeezed; the one that can be tampered
with will dent easily. If the can arouses any suspicion, it must be
thoroughly checked to clear the suspicion before being allowed to
pass through.

14. Cameras or photography equipment should be usually inspected to

ascertain that the lens is intact and that there is no suspicious
apparatus which might conceal the muzzle of a fire-arm.

15. Electrical equipment, such as tape-recorders, dictaphones,

phonograph, etc. should also be usually inspected to determine if
there is any unusual apparatus and if the batteries are intact. Most
can be operated as a proof that they are not tampered with.

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CARRIAGE OF SECURITY REMOVED ITEMS

For the carriage of security removed items detained by the Security/
anti-hijacking personnel from passengers prior to departures, the
procedures given below will be followed.

Bach item will be labelled with a 'Registered baggage' label with the
passenger's name, seat and destination clearly marked.

All security removed items from passengers, e.g. knives, scissors,

batteries, etc. for one destination are to be carried in a special polythene
bag, which must be placed in the hold by the Air India concerned staff.
Each bag will be labelled with the destination "Baggage identification
label" indicating the station of origin. Such items are not to be carried
on-board in any area accessible to the passenger.
Transit stations will follow the same procedure as above, using fresh
polythene bags for items loaded by them and will not tamper with the
bags loaded by the previous stations.

All the polythene bags will be placed in the special 'SEC box which will
be locked. The keys for the locks are standard and supplied to stations
in duplicate.

A separate telex message will be sent by stations destination wise

giving details of the number of bag(s) number of items in the bag(s). At
transit stations, it will be the responsibility of the traffic staff to check
box if there are any items for their station irrespective of the fact
whether a message has been received from the previous station or not.
The delivery of the items to the passengers will be processed by traffic
staff as per local requirements.

In the event of security items, arms, and ammunitions being carried by

authorized persons, the pertinent sections as per Indian Aircraft Rules,
1937. It has also been decided that there is no necessity for issuing an
exemption under Rule 160 of the Indian Aircraft Rules of 1937 for the
carriage of weapons on board by the Personal Security Officers
accompanying the VIPs. However, it may be ensured that PSOs detailed
are invariably qualified and are adequately briefed to avoid possible
security risks.
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It will be ensured that arms are unloaded before acceptance and the
ammunition will be carried subject to the IATA laid down regulations.

SECURITY OF CARGO/REGISTERED BAGGAGE BOOKED

ON COMPANY FLIGHTS

MEASURES TO BE TAKEN
Prohibit all unauthorized entries into the Cargo godowns, baggage make
up area and maintain surveillance at the time of loading and off-loading
the aircraft and baggage distribution in the baggage delivery hall.
Consignor or the consignee, as the case may be, or their representatives,
may be allowed to enter the premises, the cargo booking and cargo
delivery section respectively, provided proper supervision is maintained
to ensure that no tampering takes place for any other than their own
consignments. Restricted cargo areas will be defined by a barrier or
suitable portable fencing. Movements in these areas will be restricted.
No cargo is to be left outside the restricted area. Establish an unattended
effective cargo locator system, which will provide appropriate storage
to identify, locate and detect consignments without wasteful storage,
and ensure against pilferage, loss, etc. At the time of delivery,
documents control is maintained by substituting 'Internal Pick-Up for
Airline Documents.' Documents required for bookings of
consignment/cargo or for delivery purposes should not be accessible to
outside/unauthorized parties. Precious cargo, when booked and
accepted would be examined for seals and exact weight to be recorded
in the register. Thereafter, the cargo would be kept in sale deposit
vaults/ safes or security cages for either onward transmission or delivery
against signature. On the change over the shifts pattern, precious cargo
will be handed over/taken over and record maintained. Responsibility
should be fixed on control of key of cargo space/locker ensuring that
there is no shortage or combination of safe. Under no circumstances
should the key be left unattended or the combination posted where they
can be obtained by unauthorized persons. Accept or deliver precious
cargo only during normal working hours. Do not accept precious cargo,
which is not properly packed.

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Communicate to the station of destination in advance about despatch of

such precious cargo. Provide adequate security coverage during the
transportation from cargo godown to the departing aircraft and vice-
versa, to avoid pilferage theft, etc. Ensure that the delivery of such
precious cargo is made to bona-fide consignee. Maintain movement of
such precious cargo in the section logbook. In case the precious cargo is
of very high value, an armed police squad should be provided. 'On hand'
and un manifested cargo should not be accepted. Irrespective of the
value, adopt precious cargo handling procedure for the carriage of fire-
arms, if any. Any high value cargo, be sent by H.O.P (Hand of Pilot)
will be against signatures with advance communication to the station of
destination. Minimum handling reduces possible loss damage, minimize
exposure to theft as a result of consolidation of cargo. Manager Cargo
will ensure effective implementation of these measures. All company
stores will be examined before they are put on board.

IN FLIGHT SECURITY
All flight/cabin crew must strictly comply with:

Lock the cockpit door before engine start up and keep it locked
throughout the flight, except for essential needs. Cockpit entry is to be
strictly restricted as per the AIC on the subject.

Passengers should not be permitted to move in the passenger cabin and

the seat belt should be kept 'ON 'during the climb and descent/approach
phases for flights.

BOMB SCARE INSPECTION CERTIFICATE

Fitness For Aircraft Regn. No. Type of aircraft Flight Number Date
Airport

1. Engineering
This is to certify that the above aircraft has been inspected as per
Inspection Schedule.
Sd/(Name) Shift Incharge /AME.

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2. Commercial
a) This is to certify that all Registered Baggage off-loaded for
identification by the passengers before loading.

b) Frisking Incharge requested to carry out frisking of passengers

and their hand baggage.

c) Cargo/Mail/Newspapers off-loaded for inspection. Cargo

detained for cooling off period.
Sd/- (Name) Airport Manager.

3. Catering
Certified that ail the catering containers/equipment placed on
board have been inspected before loading.
Sd/- (Name) Duty Officer, Catering.

4. Operations
Certified that all Crew Baggage and Navigation Bag containing
operational documents have been inspected.
Sd/- (Name) Commander of aircraft.

5. Security
This is to certify that all the above inspections were carried out by
the concerned departments and nothing incriminating was found.
Sd/-(Name)Duty Officer, Security.

36.2 PREVENTIVE SECURITY MEASURES

AIRCRAFT SECURITY
1. Unattended aircraft should be parked in a well-lit area. Doors
should be closed and the stairs and jetways removed from the
aircraft and secured. Action – Maintenance

2. All the staff in and around the aircraft in the operational area shall
display identity cards and wear uniform issued to them at all times.
Action-All Departments

3. Personnel assigned the work on the aircraft should always be alert

and check their areas of work for any suspicious article, baggage or
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person. In case, anything adverse is noticed it should be brought to

the notice of the concerned authority. Action - All Departments

4. It is the duly and responsibility of all the staff working in and

around the aircraft to challenge the presence of any unauthorized
person and report it to authorities, in short, unauthorized access to
the aircraft should be denied at all times. Action - All Departments

5. When aircraft are parked on the apron prior to or after the various
checks, all external doors to be kept locked, step-ladders, hi-lift
vehicles etc. should be removed from the aircraft or immobilized to
prevent their being used as a means of access by unauthorized
persons. Action - Maintenance

6 All accessible points should be inspected after an aircraft has been

left unattended for any period of time whether or not aircraft is due
to go on a scheduled flight. Action - Maintenance

7 All interiors of the aircraft should be searched prior to the boarding

of passengers by Engineering and immediately after the deplaning
of the passengers at the termination point by Security at Base
Stations and Commercial at outstations. Action -Maintenance/
Ground Operations/Security

8 Suspicious articles should be brought to the attention of the

appropriate local authority. Action - Security/Cabin Crew

9 All trolleys, containers and cargo hold should be checked for any
unauthorized/ suspicious object prior to loading. Action - Ground
Operations/Security

AIRCRAFT SECURITY
1. Unattended aircraft should be parked in a well-lit area. Doors
should be closed and the stairs and jetways removed from the
aircraft and secured. Action - Maintenance

2. All the staff in and around the aircraft in the operational area shall
display identity cards and wear uniform issued to them at all times.
Action-All Departments
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3. Personnel assigned the work on the aircraft should always be alert

and check their areas of work for any suspicious article, baggage
or person. In case, anything adverse is noticed it should be brought
to the notice of the concerned authority. Action - All Departments

4. It is the duty and responsibility of all the staff working in and

5. When aircraft are parked on the apron prior to or after the various
checks, all external doors to be kept locked, step-ladders, hi-lift
vehicles etc. should be removed from the aircraft or immobilized
to prevent their being used as a means of access by unauthorized
persons. Action - Maintenance

6 All accessible points should be inspected after an aircraft has been

left unattended for any period of time whether or not aircraft is due
to go on a scheduled flight. Action - Maintenance

7 All interiors of the aircraft should be searched prior to the boarding

8 Suspicious articles should be brought to the attention of the

appropriate local authority. Action - Security/Cabin Crew

9 All trolleys, containers and cargo hold should be checked for any
unauthorized/ suspicious object prior to loading. Action - Ground
Operations/Security

10 All vehicles used for servicing of die departing aircraft should be

searched prior to use if left unattended. Action - Ground
Operations

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PRE-FLIGHT SECURITY
1 Strict accounting of boarding passage, transit cards, check baggage
and hand baggage. Action - Ground Operations

2 All bonafide passengers whether on domestic or international

routes will report for check-in at the counter and after the check-in
the boarding card will be issued to the passenger concerned who
will proceed to security/immigration as the case may be Further, in
the case of VIP/WIP passengers, the laid down procedure will be
followed. Action - Ground Operations

3. International passengers will be provided stickers for their

registered baggage at the time of issue of tickets who will be
advised to affix the same on their registered baggage. Action -
Ground Operations

4. It will be ensured that only the registered baggage with tags is

loaded on the departure aircraft. Action - Ground Operations

5. Adequate supervision and surveillance will be maintained at all

times in the baggage make up areas jointly by Commercial and
Security at Base stations and by Commercial at out-stations with a
view to prevent insertion or loading of any unauthorized object in
the trolley/containers. Action - Ground Operations/Security

6 The movement of all the containers and baggage trolleys from

baggage make up area lo the loading point on to the departure
aircraft shall be under the joint surveillance of responsible staff of
Commercial and Security at Base stations and under Commercial
surveillance at outstations. Action - Ground Operations /Security

7 It will be ensured that only registered baggage of the passengers

traveling on board is loaded. Baggage of any other passengers who
do not travel must be off-loaded. Action - Ground Operations

8 Fire-arms, weapons/ammunition etc. belonging to passengers will

be treated as security removed articles and will be carried in the
bag especially meant for the carriage of such articles. These bags
will be prominently printed with the caption
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10 All vehicles used for servicing of the departing aircraft should be

searched prior to use if left unattended. Action - Ground
Operations

PRE-FLIGHT SECURITY
1. Strict accounting of boarding passage, transit cards, check baggage
and hand baggage. Action - Ground Operations

2. All bonafide passengers whether on domestic or international

routes will report for check-in at the counter and after the check-in
the boarding card will be issued to the passenger concerned who
will proceed to security/immigration as the case may be Further, in
the case of VIP/VVIP passengers, the laid down procedure will be
followed. Action - Ground Operations

3. International passengers will be provided stickers for their

registered baggage at the time of issue of tickets who will be
advised to affix the same on their registered baggage. Action -
Ground Operations

4. It will be ensured that only the registered baggage with tags is

loaded on the departure aircraft. Action - Ground Operations

5. Adequate supervision and surveillance will be maintained at all

6. The movement of all the containers and baggage trolleys from

baggage make up area to the loading point on to the departure
aircraft shall be under the joint surveillance of responsible staff of
Commercial and Security at Base stations and under Commercial
surveillance at outstations. Action - Ground Operations /Security

7. It will be ensured that only registered baggage of the passengers

traveling on board is loaded. Baggage of any other passengers who
do not travel must be off-loaded. Action - Ground Operations

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8. Fire-arms, weapons/ammunition etc. belonging to passengers will

be treated as security removed articles and will be carried in the
bag especially meant for the carriage of such articles. These bags
will be prominently printed with the caption Security Removed
Articles' and will be properly closed and secured. Necessary-
instructions will be notified to the Station concerned for its
subsequent delivery to the passenger. These bags containing
security-removed articles will be kept in the containers specially
provided for the purpose. Action - Ground Operations

9. Ensure that cent percent check of the passenger and his hand
baggage is carried out and that only those passengers whose
boarding cards have been security stamped are allowed, to
emplane. Action - Ground Operations

10. Departure passengers will be transported to the departure aircraft

in buses wherever provided. Where such facilities are not available
or where deployment of coaches is not considered necessary the
passengers will be permitted to walk up to the aircraft under strict
surveillance. Action - Ground Operations

11. Ensure that the number of passengers who board the aircraft
tallies with the number of passengers checked-in for the flight.
Disembarking transit passengers will be subjected to check of their
person and hand baggage, before re-boarding the aircraft Action -
Ground Operations Department

12. In case of international routes, bonded items which will be put on

board will not be left unattended on ground. Action - Cabin/
Catering

13. Ensure that seals of such bonded items received on board the
aircraft are intact. Action - Cabin/Catering

The following airports have been declared by the Government of India

as sensitive airports :-

a) Assam - Guwahati, Tezpur, Jorhat, Dibrugarh (Chabua), Lilabari

and Silchar.
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b) Manipur-lmphal.

c) Nagaland - Dimapur.

d) Tripura - Agartala and Kailashahar.

c) Punjab -Amritsar.

f) J & K. - Srinagar and Jammu.

SUPPLEMENTARY STANDARD MEASURES

1. At all screening points, sign boards will be conspicuously

displayed advising passengers/ individuals that they will have to
undergo pre-embarkation screening, necessary screening exercise
carried out by the Stale/Union Territory Police before they are
permitted to enter/ board the aircraft. In case of refusal to undergo
the screening exercise, the passengers/individuals concerned will
be denied access beyond the screening point. In such case, the
company reserves the right of admission to the departing aircraft.
In case of VIP passenger, the laid down procedure will be
followed. These sign boards will indicate the following:

"It is a crime to carry concealed weapons aboard the aircraft.

Government rules require inspection of persons and hand baggage
passing through the inspection points."

A passenger/individual will have to undergo screening: -

a) before he enters the sterile area

b) while entering the ground support vehicles;

c) while entering a jet way;

d) while boarding the aircraft, at step ladder.

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2. The sterile area will be appropriately controlled by the Police

against all unauthorized movement of men and material. Any
person who has been screened and has entered the sterile area but
later on exiled from it to the public access area for any reason shall
again undergo screening at the time of re-entry. Necessary
inspection will be carried out by the Police authorities to establish
that the sterile area is cleared of unauthorized persons, dangerous
objects etc.

Anti Hijacking Security Measures

Completion of check-in formalities, a search of hand baggage

which is limited to one piece per passenger, either manually or
through X-Ray screening followed by frisking is carried out by the
State/Union Territory Police/CISF authorities under the guidance
of BCAS with the intention of preventing and detecting carriage
on board the airplane of any lethal weapon or objects or articles
which could be used for unlawful seizure of an airplane by a
potential hijacker.

After the above checks, the security personnel will stamp and
initial the boarding pass and the hand baggage label as a token of
having cleared the passenger and his/her hand baggage

All the checks will be carried in such a manner that they do not
affect the liberty and the dignity of the passenger to any great
extent. As per the Bureau of Civil Aviation Security (CA) AVSEC
order No. 6/2009 dated 04.11.2009 the following VVIPs /VIPs are
exempted from pre-embarkation security checks at civilian airports
in the country:

(1) President

(2) Vice-President

(3) Prime-Minister

(4) Governor of States

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(5) Former Presidents

(6) Former Vice-Presidents

(7) Chief Justice of India

(8) Speaker of Lok Sabha

(9) Union Ministers of Cabinet Rank

(10) Chief Ministers of States

(11) Deputy Chief Ministers of States

(12) Deputy Chairman, Planning Commission

(13) Leader of opposition in Lok Sabha and Rajya Sabha

(14) Holders of Bharat Ratna Decoration

(15) Ambassadors of foreign countries. Charge D Affairs and High

Commissioners and their spouses

(16) Judges of Supreme Court

(17) Chief Election Commissioner

(18) Comptroller & Auditor General of India

(19) Deputy Chairman of Rajya Sabha and Deputy Speaker of Lok

Sabha

(20) Minister of State of Union Council of Ministers

(21) Attorney General of India

(22) Cabinet secretary

(23) Lt. Governors of Union Territories

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(24) Chiefs of Staff holding the rank of full General or equivalent rank

(25) Chief Justice of High Courts

(26) Chief Ministers of Union Territories

(27) Deputy Chief Ministers of Union Territories

(28) Visiting foreign dignitaries of the same status as at Serial No. 1 to

4, 7, 8, 9 above

(29) His Holiness the Dalai Lama

(30) Special Protection Group (SPG) Protectees

NOTE: 1. Spouse of the President of India is exempted from pre-

embarkation security checks at all civil airports even when
he/she is not accompanying the President.

2. Former Prime ministers of India are also exempted from pre

embarkation security checks at all civilian airports in the
country.

Except the categories specified above all other categories of

passengers travelling by Air through the civilian airports in the
country must be subjected to pre-embarkation security checks
without making any exception in the particular case.

Regarding the hand baggage search, the pieces of hand

baggage carried by the above category of passengers will not
be subjected to security check and will be affixed with a
security stamp ―Exempted from Security check if carried by
the passengers themselves.

However, if the hand baggage of these VIPs is presented to the

security staff by their personal staff or any other person on
their behalf, it shall be screened. Government of India may,
from time to time, issue further instructions on the subject for
compliance.

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As far as the carriage of firearms by the personal security staff

of such VVIPs/dignitaries is concerned, the rules
regarding the carriage of fire-arms will be applicable
as has been stated in Rule 8 of the Indian Airplane
Act Rules under the heading ―Conditions for the
Carriage of Arms Explosive or Dangerous Goodsǁ etc.
and instructions issued from time to time.

In the case of SPG Personal Security Officers (PSOs), the

Government of India, with a view to enable them to discharge
their responsibilities, has accorded permission to them to carry
on their person/ hand baggage fully unloaded arms and
ammunition, both kept separately.

These orders shall be applicable only when SPG PSOs accompany their
protectees during air journey by commercial flights.

SECURITY PROCEDURES - UNLAWFUL INTERFERENCE

The following paragraphs contain generic guidance material for the

flight crew in case they face unlawful interference.

Specific procedures to be followed by AASL flight crew and other

personnel in case of a hijack are considered SECRET and will
not be published. They will be issued by Flight Operations
individually under signature to flight crew and other personnel
who need to know its contents. The contents of such a notice
are for the information of bonafide recipients only and should
not be shared with others.

a) Acts Likely To Imperil The Safety Of Aircraft

(Rule 29 Indian Airplane Rules, 1937)

No person shall interface with the Commander or with a member of the

operating crew of an airplane or temper with the airplane or its

equipment or conduct himself in a disorderly manner in an
airplane or with its passengers or crew.

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b) What Is Unlawful Interference

The Tokyo Convention of 1963 (Convention on Offences and

Certain Other Acts Committed on board Aircraft), defines as
illegal interference with international civil aviation, ―acts
which, whether or not they are offences, may or do jeopardize
the safety of the airplane or of persons or property therein or
which jeopardize good order and discipline on board .From the
crew‘s perspective, the three major forms of unlawful
interference are

i) Unruly passenger

ii) Hijacking

c) Classification Of Threats

A very useful industry developed tool for determining the seriousness of

an unruly or assaultive-passenger incident and the responses thereby
warranted, is a four-tiered scheme of threat levels. This has permitted
the development of a broadly understood reference that can be used to
describe an ongoing incident in a way that facilitates the understanding
of crew and ground personnel as to what level of seriousness the on-
board situation has reached.

Thereby ground can anticipate somewhat are crew response and what
the consequent ground supportive response should be. The levels are:

Level 1 - Disruptive behaviour

Level 2 - Physically abusive behaviour

Level 3 - Life-threatening behaviour

Level 4 - Attempted breach or actual breach of the flight crew

compartment.

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HANDLING UNRULY PASSENGERS

General

One of the problems with the implementation of an effective and

consistent strategy on unruly passengers is the difficulty of taking legal
action against serious offenders due to the problem of legal jurisdiction.
Many States‘ legal systems do not include jurisdiction to charge a
person for an offence that has not taken place in its own territory. This
means that it is often impossible to lay charges against the offender if an
offence is taking place in a State that is not the State of arrival and on an
airplane that is not registered in the State of arrival.

Tokyo Convention

The provision of the following shall only apply to international

flights.

In accordance with the Tokyo Convention Act 1975, the Commander

may if he/she has reasonable grounds to believe that a person has
committed or is about to commit on board the airplane an offence or act
that may or does jeopardise the safety of the airplane or of persons or
property therein or which jeopardises good order and discipline, impose
upon such person reasonable measures including restraint which are
necessary:

 to maintain good order or discipline on board.

 to enable him/her to deliver such persons to competent authorities or

to off-load such person en-route.

The Commander can require or authorise the assistance of other crew

members and may request or authorise, but not require the assistance of
passengers to restrain any person who he/she is entitled to restrain.

Measures of restraint imposed upon a person shall not be continued

beyond any point at which the airplane lands unless:

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 such point is in the territory of a non-contracting state and its

authorities refuse to permit disembarkation of that person.

 the airplane makes a forced landing and the airplane Commander is

unable to deliver that person to competent authorities.

 that person agrees to onward carriage under restraint.

The Commander shall as soon as practicable, and if possible before

landing in the territory of the state with a person on board who has been
placed under restraint, notify the authorities of such state of the fact that
a person on board is under restraint and of the reasons for such restraint.

Disorderly / Unruly Passengers

Individual passengers or groups of passengers with the potential to

behave in a unruly manner generally fall into the following categories;
apparently intoxicated or under the influence of drugs or alcohol to the
extent of physical incompetence;

 engage in disorderly or offensive conduct to the discomfort or

distress of other passengers and flight attendants;

 are violent to the extent that there is a possibility of injuries to

passengers or cabin attendant or damage to the aircraft;

 are apparently of unsound mind;

 are known or suspected of being in possession of firearms;

 fail to adhere to instructions by Company personnel

a) Airport Handling

Airport staff will prevent the boarding of any passengers or group of

passengers whose behaviour displays the above characteristics.

Cabin attendant observing unruly conduct, in accordance with the above

characteristics, during embarkation will immediately advise the
appropriate airport staff and the commander. If necessary, the offending
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passenger(s) is to be disembarked. Assistance from airport police or

security staff should be enlisted, if required.

b) In Flight

The handling of unruly passengers in flights is at the discretion of the

commander and in co-ordination with the senior cabin attendant
member.

This discretionary action could range from the refusal of cabin attendant
to serve alcohol to the physical restraint of the passenger. The
Commander has the authority to divert the flight to disembark the
passenger(s) if in his opinion the safety and orderly conduct of the flight
is likely to be affected.

c) After Landing

In case of a serious incident with unruly passenger(s) the commander

will request airport police, or security staff, to meet the airplane on
arrival and, if necessary, charge the passenger(s) with an offence.

d) Reporting Procedure

In the situation where a passenger(s) is denied embarkation or behaves

in unruly manner in flight, a written report is to be submitted by the
crew member through the commander. Once the airplane is on ground it
is responsibility of the officer in-charge of the station/airport in co-
ordination with the security Personnel to lodge the necessary police as
required. A report from an independent non-Company witness is
desirable.

The Commander shall submit a special report describing the occurrence

along with copies of any cabin attendant/witness report. Such report
should be forwarded to the Vice President Flight Operations as soon as
possible in the format of ‗Flight Disturbance Incident‘ form.

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HIJACKING/UNLAWFUL SEIZURE OF AN AIRCRAFT

Differentiation between ―an on-going attempted hijacking and a

―hijacking is a most important distinction as regards airplane external
response.

An ―ongoing attempted hijackingǁ is just that – the flight crew is still

in control of the aircraft. A hijacking means that the hijackers are in
control of the aircraft. It is absolutely essential that the flight crew
clarify this distinction with air traffic control, due to the potential
difference in response and resultant risk variables to all on board the
aircraft.

A critical distinction to be made is ―attempted hijackǁ versus

―suspected hijackǁ versus ―hijackǁ. While each may have quite
different meanings to the on-board crew, an airplane that has clearly
diverted from its planned route of flight, is proceeding toward a major
population centre and is not in communication with ground entities may
well be treated as a hijacking with intended use as a weapon of mass
destruction. The potential cost of allowing the flight crew compartment
door to be breached by a suicidal terrorist team must be very clearly
communicated in training to both the cabin attendant and the flight
crew.

Clearly a hijacking in which chemical or biological agents are being

threatened is Level 3 or Level 4.

GENERAL

As the circumstances surrounding a hijacking/unlawful seizure of an

airplane are highly various it is not possible to provide specific
information to flight crews. However, the safety of the airplane and its
occupants must be the paramount consideration and any occurrence
must be dealt with in accordance with the commander's judgement of
the prevailing circumstances. Unlawful seizure or interference with an
airplane in service is a crime wherever it occurs and as such will be
dealt with by the police or security forces in the same manner as any
crime of violence. Commanders should anticipate that the police or
security forces who have the necessary powers of arrest and entry on
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premises and property without warrant, will begin to exercise their

powers and their authority to control the future course of events as soon
as the incident is reported. The responsibility of the commander begins
to diminish at this point and he becomes subject to the instructions of
the relevant authorities.

Until this point is reached, the Commander is solely in command and

his actions should be conditioned by the requirements of the hijacker in
a manner which does not exacerbate the situation or increase risks to the
passengers and crew.

It is the Commander's responsibility to adhere to the lawful instructions

of the police or security forces to the extent that he considers this to be
consistent with the safety of the passengers and crew.

a) Hijacker Profile

Some hijackers may harbour a desire to die under spectacular

circumstances.

They may seem to be confused. They may fail or refuse to name a

destination or persist in ordering the flight to a destination that it is
impossible to reach.

They may create highly unstable situations, changing orders as the

flight progresses.

The crew should attempt to determine the hijacker's intended

destination. A hijacker with no firm destination or a clearly impossible
destination in mind may be considering suicide. This person creates a
high-risk situation. A hijacker with a firm, reasonable destination in
mind probably creates a situation of less immediate risk.

b) Guidelines In Dealing With Hijackers

If information is received that a suspected or declared hijacker is on

board before take-off, the airplane should be returned to the terminal.
The crew will not attempt to evaluate or search suspicious persons. This
will be done by trained security personnel.

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Once the hijacker(s) has made his intentions known the flight attendant
should endeavour to prevent him from entering the cockpit.

The senior cabin attendant member should immediately advise the

Commander on the interphone system of a hijacker(s) presence in the
cabin by using the hijack code.

The hijacker should be kept out of the cockpit at all cost.

If the hijacker(s) is in the cockpit, crew should endeavour to

communicate the situation to ATC. Generally, hijackers are aware of
the need for communication although they may be suspicious and
demand that communications are monitored. He should be informed
that no resistance will be offered, although he should be instructed not
to touch any airplane controls, systems or instruments.

If the hijacker(s) requests are unreasonable and will place the flight in
danger the consequences of such actions should be explained in a
manner which does not aggravate the situation.

Full account should be taken of the probability of the hijacker(s) being

in a highly emotional state of mind. Pilots are advised to refrain from
unnecessary conversation or actions which may irritate the hijacker(s).

The Commander should endeavour to land the airplane using the pretext
of fuel, weather, etc., as a reason.

Crew members should not disagree with the hijacker(s); rather every
endeavour should be made to relieve his anxiety in order to maintain an
effective dialogue.

It is important to try and establish that the hijacker(s) does in fact have a
weapon. Some hijackings have been attempted without a weapon.

Crew members should not attempt to use force unless it is certain that
such action will be successful.

After landing the Commander should attempt to stall for time and try to
negotiate the disembarkation of the passengers and cabin attendant.

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c) Communication Procedures

Where possible an attempt should be made to transmit to ATC a

description of the hijacking/unlawful seizure of the aircraft. ATC will
maintain normal responses to the airplane without any reference to the
emergency and will immediately activate the appropriate emergency
procedures.

When circumstances prevent clear and concise radio transmissions, if

possible, the following discrete communications message/procedure
may be used.

VHF communication is set up as follows:

The Captain:

 ensure the captain's speaker is off.

 use his headset

 monitor emergency frequency 121.5 on N°2 transceiver

The First Officer:

 monitor ATC on No.1 transceiver

 place the first officer's speaker ON to give the hijacker the

impression that he is receiving all communications.

Discrete code transponder is set as follows:

On being informed of a hijacking on board the captain will

immediately activate the remote atc switch (where installed)

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A pilot, having selected Code 7500 and subsequently requested to

confirm this code by ATC shall, according to circumstances, either
confirm this or not reply at all. The absence of a reply from the pilot
will be taken by ATC as an indication that the use of Code 7500 is not
due to an inadvertent false code selection.

Note: If the hijacker is entering the cockpit, activate the ATC

emergency mode pushbutton (if installed). Code 7500 will be activated
without any possibility to de-activate it in flight.

d) ATS Procedures

The following procedures are intended as guidance for use by aircraft

when Unlawful interference occurs and the aircraft is unable to notify
an ATS unit of this fact. (Refer CAR Section 4, Series E, Part I)

i. Unless considerations aboard the aircraft dictate otherwise, the pilot-

incommand should attempt to continue flying on the assigned track and
at the assigned cruising level at least until able to notify an ATS unit or
within radar coverage.

ii. When an aircraft subjected to an act of unlawful interference must

depart from its assigned track or its assigned cruising level without
being able to make radiotelephony contact with ATS, the pilot-in-
command should, whenever possible:

a. Attempt to broadcast warnings on the VHF emergency frequency and

other appropriate frequencies, unless considerations aboard the aircraft
dictate otherwise. Other equipment such as on-board transponders and

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data links should also be used when it is advantageous to do so and

circumstances permit; and

b. proceed in accordance with applicable special procedures for in-flight

contingencies, where such procedures have been established and
promulgated in the Regional Supplementary Procedures (Doc 7030); or

c. if no applicable regional procedures have been established, proceed at

a level which differs from the cruising levels normally used for IFR
flight by:

o 150 m (500 ft) in an area where a vertical separation minimum of

300m (1 000 ft) is applied; or

o 300 m (1 000 ft) in an area where a vertical separation minimum of

600m (2 000 ft) is applied.

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37.0 BOMB / SUSPICIOUS OBJECT ON BOARD (General

Guidelines)

37.0.1 LEAST RISK LOCATION

CRJ700 Aircraft Forward Service door, ATR 42-320 & ATR 72-600
Aircraft AFT service door

An actual bomb, or a suspicious object that cannot be confirmed as an

explosive device, should be treated as a bomb on board. Flight Crew
are expected to follow specific procedures laid down in QRH.
However, the following procedures are laid down for general
guidance.

• Maintain existing cabin altitude, -and if terrain and fuel

requirements permit reduce aircraft differential to zero.
• Reduce to turbulence penetration speed. If the time of detonation
is known, take appropriate action to land before that time.
• Notify ATC and declare an emergency
• Prepare for landing at the nearest suitable airport
• If an explosive, device is found do not disconnect or cut any
electric wires. Do not remove any string, tape etc. that is under
tension holding the device together. Do not open any closed
container. Radio its exact description for the information of bomb
disposal experts.
• If permission is given for the device to be moved, this should be
done very gently while ensuring it is kept in the attitude in which
it was found. Before moving inspect the device thoroughly
making certain to check for 'Anti-lift devices. This may be done
without moving or lifting the object by, sliding a card carefully
between it and the surface it is resting upon. If resistance is felt
do not further disturb or move the device. Passengers should be

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moved away from it to at least the equivalent of three rows of

seats, even if they have to sit on the floor. The device should be
covered and stabilized. The lethal areas on an aircraft are the
cockpit, over wing areas and tail. A suspicious article considered
to be a explosive may be transported to the "least risk location".
• Move fire extinguishers and portable oxygen bottles from the area
and disarm the slide/raft.
• Disconnect non-essential electrical power in the areas near the
suspected bomb.
• Stabilize the device by covering with pillows blankets and seal
cushions to reduce its explosive and fire potential.
• To minimize damage and hydraulic complications should
explosion appear imminent, lower landing gear and reduce speed
as soon as possible.
• Limit 'g' maneuvers and bank as less as possible
• If a barometric device is suspected, descend the aircraft to an
altitude equivalent to the cabin altitude. Consider the possibility
of landing at an airport-with a pressure altitude as close as
possible to the existing cabin altitude.
• Seek local security force's assistance for removal of the suspected
device after landing.
• If time permits, prior to landing, request the parking site and
provision of stairs.
• If stairs are not available and evacuation is unavoidable keep in
mind risk of passenger injuries. If passengers are to be evacuated
using the slide the Commander may command using less than all
slides as it may be easier for the Cabin Crew to retain control of
the passengers.

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37.1 BOMB / SUSPICIOUS OBJECT HANDLING PROCEDURE

Caution: It is recommended to use this procedure or parts thereof in
case a serious bomb warning is received or suspicious article has been
found Maintain present flight and cabin altitude.

It is recommended to dislocate a suspicious article only after reaching

differential pressure zero.

COCKPIT CREW

Cabin Procedure……………………………..……… INITIATE

Inform CA about intention Passengers…………… INFORM

(Cabin Sign)………………………….…………… ON

Galley power……………………………………… OFF

Nearest Suitable Airport ………………………… SELECT

Airport altitude should not be higher than present cabin altitude to

prevent triggering an altitude fuse.

Fuel Reserves ………………………………….. DETERMINE

Flight to selected airport should be performed at a flight altitude

identical to present cabin altitude or MEA, whichever is higher, and at
minimum practical cabin differential pressure. When already cruising
at selected FLT ALT. Pressurization System may be operated at
AUTO MODE with LAND ALT set to present Cabin Altitude.

Cabin Altitude Selector…………… SET TO PRESENT CABIN ALT

Pressurization Mode Selector………………..…… STBY

Descent to Selected Flight Altitude………………. PERFORM

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Avoid abrupt maneuvers and g-loads in order not to dislocate the

explosive device Do not use speed brakes

After reaching Differential pressure zero

Pressurization Mode Selector……………………… MAN

Outflow Valve……………………………………… OPEN

Cabin Crew…………………………………………. INFORM

Suspicious article may be dislocated.

The next two actions intend to establish an in trim configuration,

which would avoid handling problems and allow a successful landing,
should an inflight explosion damage vital airplane systems. Due
consideration shall be given to time/fuel/range situation. In a clearly
defined situation or if the explosive device has been secured at least
risk location at aft RII door 2R, a high cruising speed may be more
appropriate to minimize flight time.

Flaps (fuel permitting)……………………… 15.GREEN LIGHT

Landing Gear (fuel permitting)……………………DOWN3 GREEN

Before starting approach Disembarkation………… .PREPARE

Depending on situation and availability of facilities instruct cabin

attendant to prepare cabin for intended method of disembarkation.

CABIN CREW

Warning: Do not move explosive device unless go ahead from cockpit

crew received.

Passengers near expl. Device………………… LEAD AWAY (CA)

Expl. Device………………..…SECURE AGAINST SLIPPING (CA)

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Expl. device secured…………..…..INFORM COCKPIT CREW (CA)

Preparation of least risk bomb location at ……….………AFT R Door

Passengers near door2R…………LEAD AWAY ATLEAST 5m (CA)

Door mode at door 2R………………………… DISARM (CA)

Oxygen bottles and fire extinguishers

At door 2Rand opposite door……………… REMOVE (CA)

Hand luggage usable as absorbing material…………COLLECT (CA)

Blankets and seat cushions to be used as to player…COLLECT (CA)

Go ahead from cockpit crew for movement of explosive

device………………………………………… OBTAIN (CA)

Instructions to passengers to protect heads with pillows and blankets

or to sit in safety position …………………… PERFORM (CA)

Dislocation of explosive device Before raising explosive device:

Examination for possible connection of explosive device to
floor……………………………..………… PERFORM (CA)

e.g. by sliding safety instruction card underneath explosive device

Dislocation to door 2 R in altitude found …………PERFORM (CA)

Placement of explosive device on slide container or luggage layer as

close as possible to door2R ………………PERFORM (CA)

Securing of explosive device with tape……………PERFORM (CA)

e.g. from first aid kit

Plastic foils or bags for moisture protection…………PLACE OVER

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EXPLOSIVE DEVICE (CA)

Blankets…………………………………SOAK WITH WATER (CA)

Layers of soaked blankets…CE OVER EXPLOSIVE DEVICE (CA)

as much as possible Layers of seat cushions up to

ceiling……………………………….BUILD UP (CA)

Seating of pax and cabin crew in min. 5m distance……CHECK (CA)

Before landing Information from cockpit crew about intended method

of disembarkation………………………………… OBTAIN (CA)

Note: Or by cabin crew member assigned by Captain

37.2 COMPANY GROUND PROCEDURES

37.2.1 STATIONS WITH NO AIRLINE REPRESENTATIVES

The following guidance applies should a Commander land after a

bomb threat at an airport which has no airlines representative.

Seek the assistance of local airport authority or security force in

searching the aircraft and baggage.

If a search of baggage is to be made, make certain that the aircraft is at

least 300 metre from the area where the search is being carried out.

37.3 MAINTENANCE PROCEDURE

The following procedures are special maintenance requirements for

bomb threats. They are outlined here to familiarize cockpit crew with
the procedures.

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After landing the aircraft must be parked in an isolated area. If already

parked on the ramp it is to be towed to an isolated area. Passengers
and hand baggage should be offloaded.

All passengers and Airlines staff will keep away from the aircraft and
baggage until the bomb squad and Security have cleared the aircraft.
The bomb schedule will be carried out by the Engineering and
Security Departments.

37.4 Check List of the procedure to be followed in searching for a bomb in

ease of suspected sabotage is to be carried on board the Aircraft

AIRPLANE SEARCH PROCEDURE CHECKLIST

Flight crew compartment

First check the left side and then the right side.

(Tick when searched)

The Checklist is available in the cockpit, as a part of aircraft

document Folder

Checklist Item Compliance

Status (Tick)

o Seat

o Entire floor including area forward of the rudder

pedals and beneath all seats

o Ceiling, side and rear wall

o Pedestal and consoles

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o Windshield

o All instrument and switch panels

o All circuit breaker fuse panels

o Waste Bin

o Flight Navigation Bag

o Life Jacket stowage

o Spare lamp stowage

o Crew oxygen masks stowage

o L/G Pin Box

o General Purpose Receptacles

o Any blanked panel receptacle on the control

pedestal and circuit breaker panel

Cabin

o Search should commence starting with the right

side of the cabin (while facing the cabin).

o Seats and stowage under seats

o Overhead stowage bins

o Floor – DO NOT remove carpet unless there is

evidence of a foreign body under it

o Light recesses

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o Magazine rack

o Attendant seats

o Life jacket stowage

o Inspect internal area

o Emergency door and mechanism

All Toilets

o Remove soiled and waste materials if not

previously removed

o Remove and inspect containers under the sink

o Inspect sink and are around sink

o Towel container

o Tissue dispenser

o Toilet seat and lid

o Mirror and compartment

o Ceiling walls and floor

o Door

All Galley Complexes

o Remove and inspect all drawer surfaces (inner and

outer)

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o Open and inspect all panels/compartment

o All accessible buffet surfaces

o Waste container

o Ceiling, walls and floor

Flight Crew Checklist For In-Flight Chemical / Biological

Weapons

SITUATION

IN CABIN BUT IN CABIN AND IN CARGO HOLD

UNACTIVATED ACTIVATED

Don mask and Don mask and Don mask and

goggles/PBE goggles/PBE goggles/PBE

Inform ATC and Inform ATC and Inform ATC and

declare emergency declare emergency. declare emergency.

Squawk 7700 Squawk 7700 squawk 7700

Do not change Turn off re- Turn off re-

altitude until circulation fans. circulation fans.
procedure directs.
Raise cabin Accomplish cargo
Turn off re- elevation to 10000 ft smoke/fire checklist
circulation fans. at fastest rate
possible. Advise company
Decrease cabin channel.
temperature Decrease cabin
temperature. Maintain positive
Attempt to cabin pressure until

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contain/wrap device Execute landing

emergency descent
Advise Company procedure Stop airplane with
channel surface wind at 10/2
Advise Company O‟clock position.
Initiate slow descent Channel.
to appropriate Upon landing,
alternate aerodrome Upon landing, evacuate airplane
evacuate airplane via upwind side of
Quarantine via upwind side of airplane.
passengers upwind of airplane.
airplane until Quarantine
assistance arrives Quarantine passengers upwind
passengers upwind of airplane until
of airplane until assistance arrives.
assistance arrives.

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THE USE OF HUD AND EVS
EQUIPMENT

38.0 USE OF HEAD-UP DISPLAYS (HUD) AND ENHANCED

VISION SYSTEMS (EVS) EQUIPMENT AS APPLICABLE

The present fleet of the airline does not have Head-Up displays
(HUD) and Enhanced Vision Systems (EVS) on board.

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THE USE OF HUD AND EVS
EQUIPMENT

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RVSM AND PERFORMANCE Issue-IV Rev.0 01 NOV 2015
BASED NAVIGATION (PBN)

39.0 RVSM
RVSM has come into force in Indian Airspace between FL 290 and
FL 410 (both inclusive w.e.f. 27/11/2003). Pilots are to familiarize
with the contents of CAR Section 9, Series “C”, Part I dated 8th
January 2010 and strictly adhere to the RVSM procedures.

a) FLIGHT PRIORITY: RVSM approved aircraft will be given

priority for level allocation over NON- RVSM approved aircraft.
b) VERTICAL SEPERATION APPLIED: The minimum vertical
separation in the RVSM air space for all aircraft is 1000ft.

CRJ 700 fleet is RVSM certified.

ATR 42-320 / ATR 72-600 has a Flight Ceiling Altitude of FL 250

and hence is a non RVSM Aircraft.

Refer AASL RVSM Manual for further information

39.1 PERFORMANCE BASED NAVIGATION

39.1.0 INTRODUCTION

The Perfomance Based Navigation (PBN) concept specifies system

performance requirements in terms of accuracy, integrity, availability,
continuity and functionality needed for the proposed operations in the
context of a particular Airspace Concept, when supported by the
appropriate navigation infrastructure. In that context, the PBN concept
represents a shift from sensor-based to performance-based navigation.

Refer AASL PBN Manual for further information.

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PERFORMANCE
STANDARDS

40.0 LONG HAUL FLIGHTS IN MNPS (MINIMUM NAVIGATION

PERFORMANCE STANDARDS)

Not Applicable to present operations.

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ETOPS / EDTO Issue-IV Rev.0 01 NOV 2015

41.0 EXTENDED RANGE TWIN ENGINE OPERATIONS /

EXTENDED DIVERSION TIME OPERATIONS (ETOPS /
EDTO)

The Alliance Air aircraft at present are not approved for ETOPS /
EDTO operations.

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42.0 ADDITIONAL REQUIREMENTS FOR SINGLE PILOT

OPERATIONS UNDER THE INSTRUMENT FLIGHT RULES
(IFR)

The Alliance Air current fleet is not approved for Single Pilot Night
IFR operations.

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SINGLE ENGINE NIGHT / Issue-IV Rev.0 01 NOV 2015
IMC

43.0 ADDITIONAL REQUIREMENTS FOR OPERATIONS OF

SINGLE-ENGINE TURBINE-POWERED AEROPLANES AT
NIGHT AND/OR IN INSTRUMENT METEOROLOGICAL
CONDITIONS

The Alliance Air fleet does not comprise of any Single Engine
Turbine powered aircraft.

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OPERATIONS
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PART B
OPERATIONS MANUAL CD–OPS–001
PART B
CHAPTER - 1
CERTIFICATE Issue-IV Rev.0 01 NOV 2015
LIMITATIONS &
OPERATING LIMITATIONS

1.0 CERTIFICATE LIMITATIONS AND OPERATING

LIMITATIONS

1.1 CERTIFIED LIMITATIONS AND THE APPLICABLE

OPERATIONAL LIMITATIONS

1.1.1 CERTIFICATION STATUS

• CRJ700 is certified in the transport category for day and night

operation, VFR/IFR operations

• ATR 42 / 72 is certified in the transport category under JAR

25 and ICAO annex 16 for day and night operations, VFR/IFR
operations.

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1.1.1 PASSENGER SEATING CONFIGURATION

ATR 42-320

ATR 72-600

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CRJ-700

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1.1.2 APPROVED TYPES OF OPERATION

CRJ 700:

• VFR/IFR
• Day/Night Operations
• Flight in Icing condition in air
• Cat 1 ILS Operations
• RNP
• RVSM

ATR 42/72

• VFR/IFR
• Day/Night Operations
• Flight in icing condition
• Reverse thrust taxiing (single or 2 engine)
• Cat 1 ILS Operations

1.1.3 CREW COMPOSITION

• CRJ 700 & ATR 72 : The standard crew combination is 2 pilots
and 2 cabin crew

• ATR 42 : The standard crew combination is 2 pilots and 1

cabin crew

The aircraft, which do not have the designated cabin crew seats, the
cabin crew occupies seat 1C in the cabin. In case of exigency the flight
to the base may be operated with one cabin crew.

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OPERATING LIMITATIONS

1.1.4 MASS AND CENTER OF GRAVITY;

• CRJ 700: Refer registration specific weight and balance manual.

• ATR 42-320 Refer registration specific weight and balance manual.

• ATR 72-600 Refer registration specific weight and balance manual.

1.1.5 SPEED LIMITATIONS;

• CRJ 700: Refer AFM 02-00-3

• ATR 42-320: Refer AFM 2-03 Page 1

• ATR 72-600: Refer AFM 2-03 Page 1

1.1.6 FLIGHT ENVELOPE(S);

• CRJ 700: Refer AFM 06-00-1

• ATR 42-320: Refer AFM 2-03 Page 2

• ATR 72-600: Refer AFM 2-03 Page 2

1.1.7 WIND LIMITS

• CRJ700: Take off and Landing Tail wind limit is 08 kts, the
max demonstrated cross wind limit on dry Rwy is 43 kts, the
company crosswing restriction for takeoff and landing for dry
runway is restricted to 28 kts. The limitation for crosswind on

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LIMITATIONS &
OPERATING LIMITATIONS

wet runway is 23 Kts and contaminated runway 18 Kts

respectively

• ATR 42 / 72 Take off and landing Tail wind limit is 13 kts,

the tail and crosswind limits are however restricted to 08 kts
for Barapani operation. The max demonstrated crosswind for
takeoff is 43 kts and for landing is 36 kts with flap 30 and 18
with flap 45. The company crosswind restriction is kept at 28
kts both for takeoff and landing and for emergency landing
with flap 45 it is 18 Kts. The limitation for crosswind on wet
runway is 23 Kts and contaminated runway 18 Kts respectively

1.1.8 PERFORMANCE LIMITATIONS FOR APPLICABLE

CONFIGURATIONS;

• CRJ 700: Refer AFM Chapter 02-00-1

• ATR 42-320: Refer FCOM Page 2.01

• ATR 72-600: Refer FCOM chapter 2.01

1.1.9 SLOPE
• CRJ700: Slope ±2%

• ATR 42-320: Slope + 2%

1.1.10 ATR 72-600: Slope + 2%

1.1.11 AIRFRAME CONTAMINATION;

• CRJ700: Refer AFM Chapter 02-04-2

• ATR 42-320/72-600: Refer AFM 3-02

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OPERATING LIMITATIONS

1.1.12 SYSTEM LIMITATIONS

• CRJ 700: Refer AFM 02-08-1

• ATR 42-320: Refer FCOM Page 2.01

• ATR 72-600: Refer FCOM chapter 2.01

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PART B
CHAPTER - 2
EMERGENCY PROCEDURES Issue-IV Rev.0 01 NOV 2015

2.0 THE NORMAL, ABNORMAL AND EMERGENCY

PROCEDURES CHECKLISTS

2.1 NORMAL PROCEDURES AND DUTIES

The normal procedures and duties assigned to the crew, the

appropriate checklists, the system for use of the checklists and a
statement covering the necessary coordination procedures between
flight and cabin crew.

The FCOM of the aircraft contains the normal, non-normal and

emergency procedures.

The manual of standard operating procedure laid down the company

operating policy with respect to handling a situation and the elements
of crew coordination.

All crew of Alliance Air (cockpit & cabin crew) are subjected to
training on human factors and CRM where in the crew coordination is
covered extensively.

2.1.1 PRE-FLIGHT
• CRJ 700 : Refer AFM 04-02-1
• ATR 42-320 : Refer FCOM Page 2.03.02,2.03.05
• ATR 72-600 : Refer FCOM Page 2.03.02,2.03.05

2.1.2 PRE-DEPARTURE
• CRJ 700 :Refer AFM 04-02-5
• ATR 42-320 :Refer FCOM 2.03.06, 2.03.07, 2.03.08
• ATR 72-600 : Refer FCOM 2.03.06, 2.03.07, 2.03.08

2.1.3 ALTIMETER SETTING AND CHECKING

During cockpit preparation, set altimeter to QNH and crosscheck.
During climb at transition altitude, set altimeter to QNE (1013.2 Hpa)
During descent at transition level, set altimeter to QNH and
crosscheck

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EMERGENCY PROCEDURES Issue-IV Rev.0 01 NOV 2015

2.1.4 TAXY, TAKE-OFF AND CLIMB

• CRJ 700 : Taxi, Takeoff, climb- Refer AFM
04-02-7
• ATR 42-320 : Refer FCOM 2.03.09, 2.03.10,
2.03.11,2.03.12 and 2.02.10 Page 1, 2 & 3.
• ATR 72-600 : Refer FCOM 2.03.12, 2.03.13, 2.03.14,
2.03.15

2.1.5 NOISE CHARACTERISTICS

CRJ700 – Meets the requirement of

a) AWM 5/6 2nd edition change 516-07

b) FAR 36, Amendment 36-22 ; and
c) ICAO Annexure 16, Volume 1, Chapter 4

Certified Noise Levels

Flyover 82.7 EPndB
Lateral 89.4 EPndB
Approach 92.6 EPndB

ATR42-320 – Meets the requirement of ICAO Annexure 16, Chapter

3, Volume 1 with no weight restriction
Certified Noise Levels

Take-Off 83.0 EPndB

Side Line 83.9 EPndB
Approach 96.7 EPndB

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ATR 72-600 – Meets the requirement of ICAO Annexure 16, Chapter

3, Volume 1 with no weight restriction
Certified Noise Levels
Take-Off 80.2 EPndB
Side Line 82.5 EPndB
Approach 92.2 EPndB

2.1.6 CRUISE AND DESCENT

• CRJ 700 : Refer AFM 04-02-7
• ATR 42-320 : Refer FCOM 2.03.13, 2.03.14
• ATR 72-600 : Refer FCOM 2.03.15, 2.03.16

2.1.7 APPROACH, LANDING PREPARATION AND BRIEFING

• CRJ 700 : Refer FCOM 04-11-1
• ATR 42-320 : Refer FCOM 2.03.15
• ATR 72-600 : Refer FCOM 2.03.17, 2.03.18

2.1.8 VFR APPROACH

• CRJ 700 : Refer FCOM 04-11-9
• ATR 42-320 : Refer FCOM 2.02.10 Page 7 & 8
• ATR 72-600 : Refer FCOM 2.02.10 Page 6, 7 & 8

2.1.9 IFR APPROACH

• CRJ 700 : Refer FCOM 04-11-6
• ATR 42-320 : Refer FCOM 2.02.10 Page 9
• ATR 72-600 : Refer FCOM 2.02.10

2.1.10 VISUAL APPROACH

• CRJ 700 : Refer FCOM 04-11-14
• ATR 42-320 : Refer FCOM 2.02.10 Page 7 & 8
• ATR 72-600 : Refer FCOM 2.02.10 Page 6

2.1.11 MISSED APPROACH

• CRJ 700 : Refer FCOM 04-11-17
• ATR 42-320 : Refer FCOM 2.03.17
• ATR 72-600 : Refer FCOM 2.03.20
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2.1.12 NORMAL LANDING

• CRJ 700 :Refer FCOM 04-11-20
• ATR 42-320 :Refer FCOM 2.03.18
• ATR 72-600 : Refer FCOM 2.03.19

2.1.13 POST LANDING

• CRJ 700 :Refer FCOM 04-12-1
• ATR 42-320 :Refer FCOM 2.03.19, 2.03.20 and 2.03.21
• ATR 72-600 :Refer FCOM 2.03.21

2.2 EMERGENCY PROCEDURES AND DUTIES

• CRJ 700 : Ref FCOM Chapter 5
• ATR 42-320 : Ref FCOM Vol. 2 Chapter 4
• ATR 72-600 : Ref FCOM Vol. 2 Chapter 4

2.2.1 CREW INCAPACITATION

Refer the aircraft specific SEP Manual

2.2.2 FIRE AND SMOKE DRILLS

Refer the aircraft specific SEP Manual

2.2.3 LIGHTNING STRIKES

• Increase the light intensity to maximum

• Check the functioning of communication equipment for any

damage to the antennas

• Check the functioning of weather radar for any damage to the

antenna dome

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EMERGENCY PROCEDURES Issue-IV Rev.0 01 NOV 2015

2.2.4 DISTRESS COMMUNICATIONS AND ALERTING ATC TO

EMERGENCIES
An aircraft is in a distress condition when it is threatened by grave and
imminent danger and requires immediate assistance

• Set transponder to code 7700 to indicate state of emergency

• Set transponder to code 7500 to indicate unlawful interference

• Transmit emergency massage on frequencies as mentioned

below

VHF- 121.5MHz

HF- 2182KHz & 8364KHz

2.2.4.1 DISTRESS AND URGENCY RADIO TELEPHONY

COMMUNICATIONS PROCEDURES
The following categories of messages shall be handled by the
aeronautical mobile service in the given order of priority

Category of Messages Radiotelephony Signal

Distress messages and distress traffic MAYDAY

Urgency messages PANPAN

2.2.4.2 DISTRESS MESSAGE

If an aircraft is in an emergency situation, declare an emergency
immediately to ATC on the frequency in use/emergency frequency.
ATC must also be given the following information:

- Aircraft identification.

- Position and altitude.

- Nature of emergency. Action being taken or planned.

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- Any additional information available for an efficient rescue or

relief.

- Number of passengers on board.

- Dangerous goods and their location.

- For over water flights provide heading, airspeed, altitude, ground

speed and track.

2.2.4.3 OTHER AIRCRAFT IN DISTRESS

When other aircraft have indicated that they are in distress, deviate
from course only when in a position to render immediate aid. Assist in
relay of distress message. Avoid interfering with emergency
communication. If requested by ATC to proceed to the position of the
distressed aircraft, avoid unnecessary congregation resulting in the
possibility of a mid air collision. In this case aircraft are prohibited
from descending below 1,000 ft. AGL over flat terrain or 2,000 ft.
AGL in mountainous terrain in day VFR.

2.2.4.4 INTERCEPTING DISTRESSED AIRCRAFT

If you are in a position to assist another distressed aircraft by
rendezvousing with it, the following procedure may be used.

- Dead reckoning.

- Load the distressed aircraft's position or intended position at the

time of intercept into the INS, FMGS,GPS as
applicable/appropriate as a new way point and navigate the
distressed aircraft to that location.

- The Flight Despatch/CENTOPS should also assist the distressed

aircraft.

2.2.5 ENGINE FAILURE

• CRJ 700 Ref QRH
• ATR 42-320 : Ref FCOM 2.05.02 Page l
• ATR 72-600 : Ref FCOM 2.05.02 Page 1 & 2

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2.2.6 SYSTEM FAILURES

When one engine become inoperative in flight due to mechanical
failure or as a precautionary measure, a landing shall be made at the
nearest suitable airport in POINT OF TIME where a safe landing can
be effected.

In case of engine fire/fire warning, land AS SOON AS POSSIBLE at

the nearest suitable airport.

When an engine fails or is stopped in flight, the Commander shall

immediately notify ATC. ATC shall also be kept fully informed
regarding the progress of the flight.

If a Commander selects an airport other than the nearest suitable

airport in point of time, he shall on completion of the flight, submit a
'Use of Emergency Authority' report giving his reasons for
determining that the selection of an airport other than the nearest in
point of time was the safe course of action.

NEAREST SUITABLE AIRPORT

The nearest suitable airport is that airport which, in the judgment of

the Commander, will provide the widest total margin of flight and
post-flight safety for the passengers and crew. He should take into
consideration the severity of the emergency, aircraft condition,
weather conditions, airfield conditions, fuel remaining, hostile
political condition and the availability of fire, medical and other
services pertinent to the emergency. Convenience to the Company and
passengers may be considered only as the lowest priority and only if
there is clearly no compromise to safety. Generally, the nearest airport
in point of time should be given first consideration.

2.2.7 DIVERSION IN CASE OF SERIOUS TECHNICAL FAILURE

2.2.7.1 MECHANICAL FAILURE IN FLIGHT

In the event of any mechanical failure or malfunction which may
involve the safety of flight the Commander shall proceed to land at the
nearest suitable airport in point of time where a safe landing can be
made.

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2.2.7.2 SERIOUS EMERGENCIES INFLIGHT

These situations occurring inflight may result in an accident

- Any report of fire in the aircraft

- Smoke
- Flight control problems
- Structural failure
- Imminent landing with gear up or partial gear, imminent ditching
- Inoperative navigation equipment, if it has resulted in the flight
crew being unable to definitely establish their position.
- Loss of contact with the flight.

2.2.7.3 EMERGENCY AND PRECAUTIONARY LANDING

In the case of any system loss or malfunction, a thoughtful evaluation
of all factors concerning the condition of the aircraft and surrounding
environment will enable the Commander to decide whether the safety
of the aircraft or its occupants is in question. The following guidelines
are published to assist the Pilot-in- Command in decision making

2.2.7.4 EMERGENCY LANDING GUIDANCE

In an emergency situation that requires immediate decision and action,
the Commander may take any action that he considers necessary
under the circumstances. In such a case, he may deviate from the
prescribed rules, operational procedures and methods, etc., to the
extent required in the interest of safety. Some emergency situations
require immediate decision and action, but this must still be based on
mature, professional judgment. Declaring an emergency is not an
action to be taken lightly. The following situations would normally be
considered emergencies: Engine fire/failure or shutdown, failure of a
primary or a secondary flight control system which may affect the
safe handling of the aircraft, indication of uncontrollable or
continuous smoke/fire in the cockpit or cabin, or which may be
affecting any aircraft system, a low fuel condition, and if at any time
the Commander is in doubt about the safety of the aircraft.

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2.2.7.5 PRECAUTIONARY LANDING GUIDANCE

As a general guide, precautionary procedure should be used unless
aircraft or personnel are considered to be at risk.

Situations that are not normally regarded as so serious as to justify the

declaring of an emergency may require a precautionary non-scheduled
landing. This includes :-

A malfunction indication when all other items are verified as normal

and the aircraft is not judged to be in danger.

Any malfunction that does not affect the safety of the aircraft and
which, in the Commander's opinion, requires a return for maintenance
action/inspection before the flight is continued to destination.

In case of inflight medical emergency, the cabin and cockpit crew

must immediately determine if a diversion be made to preserve the
life of the passenger. If a qualified doctor is available on board, his
advice must be sought.

2.2.7.6 EMERGENCY LANDING PROCEDURE

As soon as the Commander has declared an EMERGENCY the
following actions shall be implemented.

a) ATC should be given, as soon as possible, a full description of

the situation, including flight number, position, nature of
emergency, Pilot's intentions, assistance required, fuel on board,
number of persons on board and type and location of dangerous
goods on board. In case of fire which is not under control, the
speed and track of the aircraft should be given to ATC by the
Commander.

b) Request crash, fire & rescue vehicles to be positioned beside the

landing runway.

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2.2.7.7 PRECAUTIONARY LANDING PROCEDURE

Situations which require a return to the departure airport or an
unscheduled landing may not require that the Commander declare an
emergency. When it is determined that a precautionary landing is
desirable, the Commander should advise ATC of the nature of the
problem intentions and request for priority landing in case required .

2.2.8 AVAD WARNING

Critical AVAD (Audio Voice Alerting Device) Warnings are
associated with GPWS, ACAS and Landing Gear unsafe / not down
locked. The pilot will respond to all AVAD warnings as genuine
unless it has been positively ascertained that the warning is not
genuine.

Response to AVAD warnings are given in the relevant emergency /

abnormal procedures section in the type specific FCOM/QRH and
these procedures shall be followed.

2.2.9 WINDSHEAR
• CRJ 700 : Ref FCOM

• ATR 42-320 : Ref FCOM 2.02.08 Page22

• ATR 72-600 : Ref FCOM 2.02.08 Page22

• Refer Cabin Attendant Manual.

2.2.10 EMERGENCY LANDING/DITCHING

• CRJ 700: Ref QRH

• ATR 42-320 : Ref FCOM 2.04.05 Page2 to 6

• ATR 72-600 : Ref FCOM 2.04.05 Page2 to 6

• Refer Cabin Attendant Manual

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DITCHING PROCEDURE REVIEW

Communicate on any available frequency your intention.

• PLAN WATER LANDING

- Evaluate sea and wind conditions.

- Determine best ditching heading.

• PREPARE PASSENGER AND CABIN

- Store and secure loose items.

- Brief passengers about location of life jackets, donning and

precautions.

- Turn lights up to maximum intensity.

- Locate life rafts and survival equipments.

• PREPARE COCKPIT

- Secure cockpit items

- Keep cockpit door in open position

- Don life jacket

- Secure seat belt and shoulder harness

- Secure flash lights

- Discuss duties and exit route with crew

• DITCHING

- Dump/burn fuel

- Depressurise below 10000

- Set heading bug to ditching heading

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- Silence gear warning system

- Set flaps to recommended setting

- Hold minimum speed for wind condition

- Maintain control as long as possible

- Pull fire handles and evacuate

2.2.10.2 WIND SPEED AND DIRECTION

Wind Speed Appearance of Sea

Light Wind ripple of a scaly appearance

5 Kts Very small waves

5-10 Kts Small waves with foam crests & white caps

10-15 Kts Larger waves with more frequent white caps

15-30 Kts Medium size waves with long foam crests

Above 30 Kts Larger waves with white foam blowing.

2.2.10.3 CONDITIONS OF SEA

An understanding of the complex movement of the sea surface is
perflaps the most important single factor to be considered during a
ditching.

SWELL

This is a movement of the sea resulting from the past wind action,
sometimes originating from a considerable distance. A swell may be
distorted by nearby land masses or other sea currents but since it is, in
effect, the aftermath of past wind disturbances a heavy swell can exist
in conditions of zero wind.

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WAVES

When the wind is strong enough a secondary system of waves get

superimposed on the predominant movement or primary swell.

2.2.10.4 CHOICE OF LANDING DIRECTION

In a calm sea the touch down should be made into wind. A ditching
into the face of a big swell will bring with it violent deceleration and
must never be attempted. The aim is to land parallel with the swell on
a crest picking the direction that is most into the wind. When the wind
speed is above 20 Kts the wind becomes increasingly important and it
will be difficult or impossible to contain the drift. The problem is best
dealt with by selecting an approach and ditching directions as a
compromise between the two factors, i.e. head towards the wind and
land across the tops of the swell while avoiding the rising faces.

Above 30 Kts the wind is predominant. In a high wind of this kind the
swell will be shorter and the sea is likely to be broken into a
pronounced secondary system that cannot be ignored. A ditching must
then be made into the wind and down the back of a clearly tie lined
wave.

2.2.10.5 TECHNIQUE FOR ALIGHTING IN WATER

This is the problem of controlling the variables of heading, speed, rate

of sink, touch down area and aircraft attitude at point of entry. In the
final stages the aircraft will be at the lowest safe approach speed and
in a gentle descent.

DO NOT stall or drop the aircraft into the water from a height. The
human frame is not good at absorbing vertical forces and in any case
the more deeply an aircraft enters the water on touch down, the
greater will be the deceleration.

DO NOT hold the nose too high. The tail will strike the water, force
down the nose and cause the aircraft to dive.

DO NOT attempt a ditching at high speed. The aircraft will bounce

off the water and the second arrival may be out of control.

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DO NOT allow a wing to go down at the moment of ditching. When a

wing tip enters water the aircraft is bound to swing possibly in the
direction of a rising swell or a large wave.

DO NOT keep the wing down when correcting for drift. Adopt the
crabbing technique, yawing into the required direction just before
touch down. In any case a little drift is acceptable when alighting in
the water.

DO NOT fly into the face of a large wave or rising swell. This is the
biggest single hazard during the actual ditching.

2.2.10.6 PREPARATION FOR EMERGENCY EVACUATION

The crew coordination and emergency duties assigned are laid down
in the emergency section of the FCOM/QRH and cabin attendant
manual (pages 136-138).

The evacuation command will normally be given by the pilot-in-

command. However, in the eventuality of total cockpit crew
incapacitation the cabin crew in-charge will be required to initiate the
evacuation if it is apparent that the pilots are incapacitated and the
aircraft and occupants safety is threatened due to fire.

Supernumerary / Additional Crew will be briefed by the Commander

and shall follow his instructions

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CHAPTER 3
CLIMB PERFORMANCE WITH Issue-IV Rev.0 01NOV 2015
ALL ENGINES OPERATING

3.0 OPERATING INSTRUCTIONS AND INFORMATION ON

CLIMB PERFORMANCE WITH ALL ENGINES OPERATING

• CRJ 700: Refer Flight Planning and Cruise control manual.

• ATR 42/72: Refer FCOM Vol2 Chapter 3.04

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CHAPTER - 4
FLIGHT PLANNING DATA Issue-IV Rev.0 01NOV 2015

4.0 FLIGHT PLANNING DATA FOR PRE-FLIGHT AND IN-

FLIGHT PLANNING

4.1 DATA INSTRUCTIONS FOR PREFLIGHT / INFLIGHT

PLANNING
Flight planning data for pre-flight and in-flight planning with different
thrust/power and speed settings are given in CRJ 700 Flight Planning
and Cruise Control Manual and ATR 42/72 FCOM Vol. 2.

4.2 THE METHOD FOR CALCULATING FUEL NEEDED FOR

THE VARIOUS STAGES OF FLIGHT

4.2.1 FUEL CALCULATIONS FOR CLIMB CRUISE AND

DESCENT

The data for calculations is derived from tables given in the respective
chapters of the Flight Planning and Cruise Control Manual for CRJ
700 and FCOM Vol. 2 (Performance) for ATR 42/72

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CHAPTER 5
CROSSWIND & TAILWIND Issue-IV Rev.0 01NOV 2015
COMPONENTS

5.0 THE MAXIMUM CROSSWIND AND TAILWIND

COMPONENTS FOR EACH AEROPLANE TYPE OPERATED
AND THE REDUCTIONS TO BE APPLIED

5.0.1 WIND LIMITS

• CRJ700:

• Company Take off and Landing Tail wind limit is 9 kts, the
max Company cross wind component for takeoff is 27 kts
and landing for dry runway is restricted to 29 kts.

• ATR 42-320:

Company Take off and landing Tail wind limit is 14 kts, the
tail and crosswind limits are however restricted to 10kts for
Barapani operation. The max demonstrated crosswind for
takeoff is 45 kts and for landing is 38 kts with flap 30 and 20
with flap 45. The company crosswind restriction is kept at 30
kts both for takeoff and landing and for emergency landing
with flap 45 it is 19 Kts. The limitation for crosswind on wet
runway is 24 Kts and contaminated runway 19 Kts
respectively

ATR 72-600

• Company Take off and landing Tail wind limit is 9 kts. The
max demonstrated crosswind for takeoff is 35 kts and for
landing is 35kts with flap 30. The company crosswind
restriction is kept at 30 kts both for takeoff and landing. The
limitation for crosswind on wet runway is 27 Kts and
contaminated runway 15 Kts respectively

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CROSSWIND & TAILWIND Issue-IV Rev.0 01NOV 2015
COMPONENTS

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PART B
CHAPTER 6
MASS AND BALANCE Issue-IV Rev.0 01NOV 2015

6.0 INSTRUCTIONS AND DATA FOR MASS AND BALANCE

CALCULATIONS

6.1 INSTRUCTIONS AND DATA FOR THE CALCULATION OF

THE MASS AND BALANCE

6.1.1 CALCULATION SYSTEM (e.g. Index system):

The index system for mass and balance system are as per the specific
aircraft weight and balance approved manual and the index
calculation relations are prominently printed on the load and trim
sheet used in airline operations.

6.1.2 MASS AND BALANCE DOCUMENTATION

An approved load and trim sheet is used for both CRJ and ATR
operations and it includes all technical and regulatory requirements on
the subject. The load and trim sheet is manually filled in for every
departure by the traffic staff.

6.1.3 LIMITING MASSES AND CENTRE OF GRAVITY

The balance diagram as provided by the aircraft manufacturer are used
for limiting mass and centre of gravity for the loaded aircraft. The
balance diagram is printed on the approved load and trim sheet for the
fleet aircraft.

6.1.4 DRY OPERATING MASS AND CORRESPONDING CENTRE

OF GRAVITY OR INDEX
The dry operating weight/operating empty weight is ascertained by
Chief of Quality Control of the airline periodically and a weight
schedule for each aircraft of the fleet is issued for circulation. In
addition a technical notice is issued to all cockpit crewmembers / load
and trim staff giving all DOW/OEW for all fleet aircrafts as a ready
reference.

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CHAPTER - 6
MASS AND BALANCE Issue-IV Rev.0 01NOV 2015

6.1.5 LAST MINUTE CHANGE

The approved Load and Trim Sheet of ATR 42-320, ATR 72-600 and
CRJ 700 have provision to account for Last Minute Change in case of
change of Traffic Loads / Fuel and the same is incorporated by the
trained and approved Commercial Staff. This facilitates a quick
change in the load and trim sheet thereby accounting for the weights
on board accurately. Any change in Traffic load shall be verified for
its acceptance to be within the structural / allowable weight limits for
the flight. No LMC permitted for any last minute change in fuel
figure.

Any change of load at last minute in excess of 150 Kg shoud be

incorporated in a fresh Load and Trim Sheet instead of making LMC

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PART B
CHAPTER 7
LOADS Issue-IV Rev.0 01NOV 2015

7.0 INSTRUCTIONS FOR AIRCRAFT LOADING AND

SECURING OF LOADS

7.1 PROCEDURES AND PROVISIONS FOR LOADING AND

SECURING THE LOAD IN THE AEROPLANE.

The specific aircraft Weight and Balance Manual may be referred on

this.

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PART B
CHAPTER 8
AIRCRAFT SYSTEMS AND Issue-IV Rev.0 01NOV 2015
CONTROLS

8.0 AIRCRAFT SYSTEMS ASSOCIATED CONTROLS AND

INSTRUCTIONS FOR THEIR USE

8.1 A DESCRIPTION OF THE AEROPLANE SYSTEMS,

RELATED CONTROLS AND INDICATIONS AND
OPERATING INSTRUCTIONS.

CRJ700 : Refer FCOM Vol. 1

ATR42-320 : Refer FCOM Vol. 1

ATR 72-600 : Refer FCOM Vol. 1

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PART B
CHAPTER 9
MEL Issue-IV Rev.0 01NOV 2015

9. MINIMUM EQUIPMENT LIST

For each airplane type a DGCA approved MEL based on the manufacturers
MMEL is maintained and amended by the Quality Control Section. A copy of
the MEL is kept on board for reference and guidance of flight crew. It must be
ensured that both engineering and operational stipulations, procedures and
limitations laid down in the MEL are complied with.

9.1 MINIMUM EQUIPMENT LIST (MEL) AND CONFIGURATION

DEVIATION LIST (CDL)

The Minimum Equipment List (MEL) is a document established by the airline

and approved by the DGCA. The Configuration Deviation List (CDL) is a
document approved by the Airworthiness Authority having certified the airplane.
The CDL is included in the Airplane Flight Manual.
These documents allow operations with certain items, systems, equipment,
instruments or components inoperative or missing as it has been demonstrated
that an acceptable level of safety is maintained by appropriate operating
limitations, by the transfer of the function to another operating component(s) or
by reference to other instruments or components providing the required
information.

In the MEL, an equipment is declared inoperative when:

• It does not work.

• It does not ensure all functions for which it was designed.
• It does not work within its operational limits.

Whilst operating within the limits of the MEL / CDL, the airplane is deemed to
be airworthy and capable of operating within the specified environment.

The MEL is not intended to provide for continued operation of an airplane for an
unlimited period of time. Repairs should be made as soon as possible within the
time limit imposed by Rectification Intervals.
Rectification Intervals have been introduced in accordance with the directions of
DGCA.
Dispatch of the airplane is not allowed after expiry of the Rectification Interval
specified in the MEL unless the Rectification Interval is extended in accordance
with the following:

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- A one time extension of the applicable Rectification Interval may be

permitted for the same duration as that specified in the MEL by QM
(QC).

- Although the concept of Rectification Interval does not exist for the
CDL, all CDL items are not allowed to be left un-rectified for an
unlimited period of time as stated in the Flight Manual. However, a
specific time limit is required in the dispatch condition itself for some
items.

- Decision for repair is the responsibility of Engineering.It is airline policy that

every effort is made to maintain 100 % serviceability with
rectification being initiated at the first practical opportunity.

- In case of defect, engineering personnel will certify in the Technical

Log adjacent to the appropriate defect the MEL / CDL subject title,
system and item number together with any operational limitations.

- At the completion of any engineering tasks associated with the particular MEL
item, engineering personnel will placard the inoperative instrument, switch, light,
etc.

- When applicable, operational flight plan, take off and landing performance and
fuel requirement penalties must be taken into account due to inoperative
equipment or component.

- When a MEL / CDL item is rectified, engineering personnel should make an

entry in the Technical Log identifying the item and details of the rectification,
including a statement that the MEL / CDL item has been removed. Appropriate
MEL placards must then be removed from the cockpit.

- The Airline Policy with respect to MEL/CDL gives the Commander the
flexibility to exercise his own good judgment as to whether to accept the airplane
for safe conduct of flight and/or continue the flight or not, by weighing the
conditions that exist.

- An airplane must not be dispatched with multiple MEL / CDL items

inoperative without the Commander having first determined that any interface or
interrelationship between inoperative systems or components will not result in
degradation in the level of safety and/or undue increase in crew workload.
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- The exposure to additional failures during continued operation with inoperative

systems or components must also be considered in determining that an
acceptable level of safety is maintained.

- The Commander is expected to make his own decision as to operating the flight
under the set of circumstances which exist. The MEL/CDL may not deviate from
the requirements of the Airplane Flight Manual Limitation Section, Emergency
Procedure or Airworthiness directives.

- The existence of the MEL/CDL in no way absolves the Commander and

Engineer from ensuring that an airplane is safe for flight. The ommander has the
authority to decline the airplane if in his judgment it does not meet the
operational/airworthiness needs regardless of MEL permissiveness. In such
cases, the commander is required to inform this to Executive Director (Flight
Operations) through the Trip Report.

- If a snag is detected by cockpit crew after pushback and before takeoff and if
the same does not require maintenance action as per MEL, the Captain may
proceed to the destination and report the snag.

9.2 USE OF MEL/CDL

The MEL has four sections:

- MEL Entries (ME): This section lists all the alerts and gives a link to the
associated MEL item (if any) to be applied for the dispatch. This section is a
user-friendly entry point for the flight crew and the
maintenance personnel for a system failure.

- MEL Items (MI): This section lists all the MEL items with the associated
dispatch conditions.

- MEL Operational Procedures (MO): This section gives the operational

procedures that are associated with the MEL items.

- MEL Maintenance Procedures (MM): This section gives the Maintenance

procedures that are associated with the MEL
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9.3 DISPATCH CONDITIONS

The dispatch conditions indicate (for each applicable item) the suitable
conditions, limitations (placards, operational procedures, maintenance
procedures) necessary to ensure that an acceptable level of safety is maintained.
Some MEL items may have several dispatch conditions. Each dispatch condition
offers a different option to dispatch the aircraft.

A reference identifies each dispatch condition. The dispatch condition reference

is used:

• To identify the open MEL items in the logbook,

• To refer to the associated operational procedure (if any),
• To refer to the associated maintenance procedure (if any),
• To provide the engineering and maintenance personnel with a unique
reference at fleet level for each option of dispatch for tracking and
reporting purposes.

a) Provision

Each dispatch condition has one or several requirements, called provisos.

Provisos are numbered 1), 2), 3)... or a), b), c)…
All the provisos of the selected dispatch condition must be complied.

b) Repair Interval

Each dispatch condition has an associated repair interval. The preamble of this
MEL defines the repair interval categories. Refer to MI-00-05 Repair Interval.

c) Number (Nbr) Installed

Each dispatch condition has a “number installed” that specifies the quantity of
equipment, components, systems or functions installed on the aircraft.
This quantity corresponds to the aircraft type certified configuration and,
therefore required for all flight conditions, unless otherwise indicated in the
“number required” in conjunction with the provisos of the dispatch condition.
A dash symbol indicates that a variable quantity is installed.

d) Number (Nbr) Required

Each dispatch condition has a “number required” that specifies the minimum
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MEL Issue-IV Rev.0 01NOV 2015

quantity of equipment, components, systems or functions that must be operative

for dispatch in accordance with the provisos of the dispatch condition.
A dash symbol indicates that a variable quantity is required for dispatch.

e) Placard

The "YES" in the "Placard" column indicates the request for a placard. The
control(s), and/or indicator(s) related to inoperative equipment, component,
system or function should be clearly placarded. The Certifying Staff should
determine the placard working and location unless the MEL dispatch condition
requires a specific wording and location.

The pilot may placard the inoperative systems if required by the MEL. He shall
record the defect in the Technical Log Book at the end of the flight.

9.4 OPERATIONAL AND MAINTENANCE PROCEDURES

The dispatch condition may require an operational or maintenance procedure to

ensure an acceptable level of safety.
The (O) symbol identifies an operational procedure.
The (M) symbol identifies a maintenance procedure.
The (O) (M) symbol means that the dispatch condition requires both an
operational procedure and a maintenance procedure.

9.5 OPERATIONAL PROCEDURE

The (O) symbol indicates that the dispatch condition requires a specific
operational procedure to permit operation of the aircraft with the inoperative
item.
Purpose of the operational procedure may be:
To require the flight crew or cabin crew to perform action(s),
To provide limitations or performance penalties,
To provide useful information to the crew.
The flight crew must read the content of the operational procedure before each
flight. The operational procedure must be applied before each flight.
dispatch condition might specify a different periodicity. In this case this
operational procedure must be applied before the first MEL dispatch and must be
repeated at the defined periodicity. The operational procedures are split and

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organized into specific flight phases. The flight crew has to apply the part of the
operational procedure related to the relevant flight phase
.
- The Pilot may placard the inoperative systems if required by the MEL. He
shall record the defect in the Technical Log Book at the end of the flight
How to use the MEL operational procedures section
This section lists the operational procedures associated with the MEL items. The
dispatch conditions may require an operational procedure to permit the dispatch
of the aircraft. The operational procedures are split and organized into specific
flight The flight crew has to apply the part of the operational procedure related
to the relevant flight phase. The operational procedures may also have the
following parts:
General Information: This part includes all information that the pilots must know
due to MEL condition
.
Flight Preparation/Limitation

This part groups all the limitations due to MEL condition that the pilots must
consider for the route selection and flight preparation.
b) Required Navigation Performance (RNP)
The MEL does include the minimum equipment required for RNP
operations. The minimum equipment/functions required to begin RNP
operations are listed in the FCOM.
c) Reduced Vertical Separation Minimum (RVSM)
When the RVSM capability of the aircraft is impacted by an inoperative
item, the associated MEL operational procedure provides the RVSM
limitations.The minimum equipment/functions required to begin RVSM
operations are listed in the Flight Manual

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CHAPTER 10
CHECKLIST OF Issue-IV Rev.0 01NOV 2015
EMERGENCY AND SAFETY
EQUIPMENT

10.0 CHECKLIST OF EMERGENCY AND SAFETY EQUIPMENT

AND INSTRUCTIONS FOR ITS USE

Refer to the Safety and Emergency procedures Manual of the respective

aircraft.

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EMERGENCY AND SAFETY
EQUIPMENT

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PART B
CHAPTER 11
EMERGENCY EVACUATION Issue-IV Rev.0 01NOV 2015
PROCEDURES

11.0 EMERGENCY EVACUATION PROCEDURE

Refer Aircraft specific SEP Manual

11.1 INSTRUCTIONS FOR PREPARATION FOR EMERGENCY

EVACUATION

The evacuation command will normally be given by the pilot-in-

11.2 EMERGENCY EVACUATION PROCEDURE DUTIES IN THE

EVENT OF A FORCED LANDING DITCHING OR OTHER
EMERGENCY

In the event of an emergency in an aircraft, when on the ground,

Commanders are responsible for deciding whether or not to order an
emergency evacuation of the aircraft. Procedures laid down in the
respective FCOM/FCTM should be followed. Should the Commander
decide against emergency evacuation, it would be prudent to have fire
vehicles follow the aircraft to the apron as a precautionary measure.

11.2.1 COCKPIT CREW EVACUATION DUTIES

The Commander shall ensure completion of all emergency evacuation

check lists as specified in the aircraft FCOM/FCTM.

IF IT IS NOT POSSIBLE TO REACH THE PASSENGER CABIN

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CHAPTER - 11
EMERGENCY EVACUATION Issue-IV Rev.0 01NOV 2015
PROCEDURES

the Cockpit Crew shall evacuate through the Cockpit emergency

windows by means of the escape devices and assist evacuation from
the bottom of the escape slides.

IF IT IS POSSIBLE TO REACH THE PASSENGER CABIN

The cockpit crew shall supervise the aircraft evacuation through the
forward passenger cabin area.

If necessary, they shall open forward door if not controlled by any

Cabin Crew and assist in the evacuation.

They will be the last persons to abandon the aircraft and leave only
after the aircraft has been completely evacuated.

11.2.2 CABIN CREW EVACUATION DUTIES

Duties and Responsibilities of Cabin Crew during evacuation are laid

down in the Cabin Crew Emergency Handbook. All cabin crew
should be thoroughly familiar with the same. On receiving emergency
call from Cockpit the senior cabin crew shall report to the
Commander who will brief the approximate flight time available, type
of emergency and intended plan of action, exits not to be used etc.

The senior cabin crew shall:

- Advise all cabin crew of the emergency

- Allocate duties to the other cabin crew

- If necessary, switch on all cabin lights.

- Make the required PA announcements to the passengers.

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PROCEDURES

The order to evacuate shall be normally given by the Commander.

However, if no order is received and there is absolutely no doubt
about the necessity for evacuation (extensive structural damage,
intensive internal/external fire involving the aircraft) the senior cabin
crew shall order the evacuation immediately and if possible, inform
the Commander.

If conditions outside are estimated as unsafe (destructions over wings,

fire etc) prevent opening of that door by standing in front of it and
directing passengers to other suitable exits, according to prevailing
situation

If the conditions outside are considered safe, check that the slide is in
the armed position, then open the door. If the automatic slide inflation
fails, pull the manual inflation handle.

If the assigned door fails to open, divert passenger to another door.

Prevent passengers from jumping out immediately when the door is

opened.

Check that the slide is inflated properly and no danger exists outside
before starting the evacuation.

Passengers who sit down on the door sill or are afraid or hesitate to
abandon the aircraft must be firmly assisted out of the aircraft.

Injured or invalid passengers will be evacuated as soon as situation

permits.

Monitor the slide and, if required, stop the evacuation through those
slides that may be damaged or become unserviceable. Before
abandoning the aircraft verify that there is no passenger in the cabin.
Do not allow the passengers to come back for their personal
belongings.
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CHAPTER - 11
EMERGENCY EVACUATION Issue-IV Rev.0 01NOV 2015
PROCEDURES

SOD crew member should be made to leave the aircraft first to assist
the passengers at the bottom of the slides.

Advise passengers to remove their shoes, leave their hand baggage

behind and proceed in an orderly way to the exits in use. Instruct the
passengers not to jump on the slides but to sit and slide. All people
using the slide should try and sit on newspaper/magazines or even the
safety briefing cards to avoid friction burns. Crew are strongly
advised against the use of synthetic undergarments while on flight
duty.

Ensure the pax are evacuated from the door and/or windows in orderly
manner . Cabin crew will be the last persons to leave the aircraft
cabin.

If landing is accomplished by night, carry the available flash lights

Regroup passengers at a safe distance from the aircraft and Keep them
together.

Once the evacuation is completed if required by circumstances and

there is no doubt about the absence of fire or any similar danger, the
crew members may return or board in order to save all the survival
material stored in the galleys and other equipment

Supernumerary / Additional Crew will be briefed by the Commander

and shall follow his instructions.

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CHAPTER 12
EMERGENCY PROCEDURES Issue-IV Rev.0 01NOV 2015

12.0 NORMAL, ABNORMAL AND EMERGENCY PROCEDURES

AND CHECKLIST FOR CABIN CREW

The SEP Manual of the specific aircraft may be referred for this.

12.1 INSTRUCTIONS OF PROCEDURES FOR THE

COORDINATION BETWEEN FLIGHT AND CABIN CREW
UNDER ALL CONDITIONS.

Refer Cabin Crew Manual.

12.2 INFLIGHT SIMULATION OF EMERGENCY/ABNORMAL

SITUATIONS

It shall be ensured that when passengers or cargo are being carried, no

emergency or abnormal situations shall be simulated in flight..

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CHAPTER 13
SURVIVAL EQUIPMENT Issue-IV Rev.0 01NOV 2015

13.1 SURVIVAL EQUIPMENT

A list of the survival equipment to be carried for the routes to be

flown and the procedures for checking the serviceability of this
equipment prior to lake off. Instructions regarding the location,
accessibility and use of survival and emergency equipment and
its associated check list(s) must also be included.

CRJ700: Refer SEP Manual

ATR 42-320: Safety and Emergency Procedure Manual Chapter

4 Page 15. Manual- Emergency Equipment location Chart. In-
flight Emergency Procedure Chapter 6.

ATR 72-600 Refer SEP Manual

13.2 OXYGEN REQUIREMENT

The procedure for determining the amount of oxygen required

and the quantity that is available. The flight profile and number
of occupants and possible cabin decompression must be
considered. The information provided must be in a form in which
it can be used without difficulty.

CRJ700: Refer FCOM Limitations

ATR 42-320 : The certified ceiling of ATR42-320 is 25,000 ft.

In compliance to applicable regulations it only requires to carry
oxygen for 10 % of the Pax capacity and duration. 30 minutes at
diluted flow.
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ATR 72-600: Same like ATR 42-320 however ATR 72-600

oxygen system can provide 25% of the pax. capacity for a
duration of 30 minutes at diluted flow.

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CRJ 700 LOPA

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ATR 42-320 LOPA

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ATR 72-600 LOPA

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CHAPTER 14
GROUND-AIR VISUAL CODE Issue-IV Rev.0 01NOV 2015

14.0 THE GROUND-AIR VISUAL CODE FOR USE BY SURVIVORS

14.1 Air-to-ground signals

The following signals by aircraft mean that the ground signals have been understood:

a) during the hours of daylight:

– by rocking the aircraft’s wings;

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b) during the hours of darkness:

– flashing ON and OFF twice the aircraft’s landing lights or, if not so equipped, by
switching ON and OFF twice its navigation lights.

Lack of the above signal indicates that the ground signal is not understood.

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CHAPTER 15
AOM ADDITIONAL SAFETY Issue-IV Rev.0 01NOV 2015
MARGIN

15. 0 AOM ADDITIONAL SAFETY MARGIN

Refer operations manual Part A, Chapter 7

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OPERATIONS
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PART C
OPERATIONS MANUAL CD–OPS–001
PART C
CHAPTER 0
ROUTES AND Issue-IV Rev.0 01NOV 2015
AERODROMES

0.0 ROUTES AND AERODROMES

Refer OM Part D Chapter 1 for Route and Aerodrome Competence

requirements

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CHAPTER 1
ROUTES AND Issue-IV Rev.0 01NOV 2015
AERODROMES

1.0 ROUTE GUIDE

Flight Crew are to have complete information for each flight relating
to communication facilities, navigational aids, instrument approach
aids, instrument approach procedures, standard instrument arrivals,
standard instrument departures, route details, minimum enroute
altitudes and aerodromes as applicable for the proper conduct of flight
operations.

Jeppesen Airway manual is used as route guide in Alliance Air. Each

pilot is issued a personal volume of Jeppesen Airway Manual with
weekly revision services. The Jeppesen Manual fulfills the
requirement of the Route Guide. It is the responsibility of the
individual pilot, and other recipients to keep the Jeppesen Manual
updated by incorporating all revisions promptly.

Any variations from AIP shall be informed to the pilots by Flight

Dispatch and AIP information will be more binding than Jeppesen
when in variation.

1.1 SECTIONS OF JEPPESEN MANUAL

a) Introduction

b) Chart Notams

c) Enroute

d) Radio Aids

e) Meteorology

f) Tables and Codes

g) Air Traffic Control

h) Entry Requirements

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AERODROMES

i) Emergency

J) Airport Requirements

k) Terminal

1.2 TOPOGRAPHICAL MAPS

Pilots operating flight in the North Eastern Region and Critical

airfields are to carry topographical maps provided by AASL
Technical Section in addition to enroute charts in the Jeppesen
Manual, and familiarise fully with the topography, hill features and
other prominent land marks

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ALTITUDE

2.0 MINIMUM FLIGHT ALTITUDES FOR EACH ROUTE TO BE

FLOWN

Will be as per Jeppesen Enroute altitudes , any variation from AIP, the AIP will
be more binding, and the same shall be intimated to the Pilots by Flight
Dispatch. The Minimum Flight Altitudes cannot be more than the published
MEA for each route.

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CHAPTER - 3
INCREASE OF AOM IN CASE Issue-IV Rev.0 01NOV 2015
OF DEGRADATION OF
APPROACH OR
AERODROME FACILITIES

3.0 INCREASE OF AERODROME OPERATING MINIMA IN CASE

OF DEGRADATION OF APPROACH OR AERODROME
FACILITIES

Alliance Air determines aerodrome-operating minima for CRJ700

(approach category "C"), ATR42-320 and ATR 72-600 (approach
category "B") in accordance with the applicable regulations given in
DGCA CAR Section 8 Series C Part I as documented in Chapter 7 of
OM Part A.

The aerodrome operating minima of procedures with certain

elements inoperative e.g. without Glide Slope, without Approach
Light System and without DME is incorporated in OM Part A
Chapter 7 Page 7-31. In the event of any such system becoming
inoperative. Pilots and Flight Despatchers are to refer to the
minima for the procedure with such degradation from the
applicable tables given in Chapter 7.

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4.0 INSTRUCTIONS FOR DETERMINING AERODROME

OPERATING MINIMA FOR INSTRUMENT APPROACHES
USING HUD AND EVS

The present fleet of the Company does not have HUD and EVS and
hence this is not applicable

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CLIMB AND LANDING Issue-IV Rev.0 01NOV 2015
LIMITATIONS

5.0 COMPLIANCE WITH ALL FLIGHT PROFILES REQUIRED

BY REGULATIONS

GENERAL
The performance of the aircraft in terms of maximum weight for take-
off, Enroute and landing phases of the flight is to be determined so as
to ensure that adequate safety margins as required by regulations are
available with one engine inoperative at any stage of the flight. The
Aircraft performance is given in the respective AFM/FCOM / QRH /
MEL which are carried on board the aircraft. FCOM and QRH are
also issued to the Flight Crew.

Flight crew, operations and Engineering staff are to strictly follow the
procedures and instructions laid down in the AFM/FCOM/QRH/MEL
during both Ground and Air Operations.

5.1 TAKE-OFF FIELD LIMITATIONS

RTOW charts are prepared for each dry runway at various airports
considering the TORA, TODA, ASDA and slope.

5.1.1 Performance penalties as given in the AFM / FCOM / MEL are to be

applied for Wet / Contaminated condition of runway, and despatch
under MEL to ensure that the required distances do not exceed the
corresponding available distances.

5.2 TAKE-OFF CLIMB LIMITATIONS

RTOW charts take into consideration the gradient requirement of 2.4
% and 1.2 % in second / fourth segment respectively of net take off
path with one engine inoperative.

5.2.1 RTOW charts also take into consideration obstacles if any, in the take-
off path to ensure that the net take-off path clears the obstacles by the
minimum prescribed margins.

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5.3 ENROUTE CLIMB LIMITATION

5.3.1 The net flight path of the aircraft by considering net performance must
clear obstaclesEnroute by minimum of: -
a) 1000 feet during climb and cruise over plains.
b) 2000 feet during cruise over mountainous region and during
descent.
5.3.2 During Flight Preparation before the despatch of the flight, Regulated
take-off weight or critical point / points are to be determined to meet
the enroute obstacle clearance requirements as mentioned above.

5.3.3 The minimum altitudes over the obstacles are to cater for forecast
pressure and temperature conditions.

5.4 APPRAOCH CLIMB LIMITATIONS AND LANDING CLIMB

LIMITATION
The Maximum Landing Weight must meet the specified climb
gradient requirement of minimum 2.1 % with one engine inoperative
in the approach configuration, and minimum 3.2 % with both engines
in landing configuration.

The landing climb limit weight is the weight applicable to the more
limiting of the two above-mentioned requirements.

5.5 FIELD LIMITATIONS FOR LANDING DESPATCH OF

FLIGHT
The landing distance (distance to stop from a point 50 ft above the
landing threshold and a speed Vref) multiplied by 1.67 must not
exceed the landing distance available. Landing distance requirements
on wet runway are determined by multiplying the dry runway
requirements by a factor of 1.15. The effect of reverse thrust is not to
be considered while calculating the landing distance requirements.

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INFLIGHT
Pilots are to determine estimated landing distance by considering:-

a) Estimated landing weight.

b) Effect of non-standard configuration / system malfunction if any.
c) Pressure Altitude of the landing runway.
d) Temperature conditions:- landing distance is to be increased by 5
% for every 10 degrees celsius above ISA.
e) Effect of Reverse Thrust.

Estimated landing distance is to be compared with landing distance

available to decide suitability of the runway for landing. It is at the
discretion of the Commander of the flight to decide the safety
margins. 67 % safety margins required for flight preparation before
the despatch of the flight are not applicable to in-flight situation. In
emergency situations, landing may be performed when estimated stop
distance does not exceed landing distance available.

Note : For Part C of the Operations Manual, material produced by

the operator may be supplemented with or substituted by applicable
Route Guide material produced by a specialised professional company

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5.6 SUPPLEMENTARY INFORMATION

5.6.1 STANDARD OPERATING PROCEDURES (SOP) AGATTI

BACKGROUND:
Agatti Aerodrome (IATA: AGX, ICAO: VOAT) is located on the southern end
of Agatti Island, in the union territory of Lakshadweep in India. It is the sole
airstrip in the archipelago, which lies off the west coast of India.

FACTUAL INFORMATION:
Runway Orientation 04/22

Elevation of Aerodrome Ref Point (ARP) 14 FT

Geographical Coordinates (WGS –84) of A.R.P 104927N 0721036E

Declared Distances:

RWY TORA TODA ASDA LDA

(M) (M) (M) (M)
04 1204 1204 1294 1204
22 1204 1204 1294 1101
(Displaced THR
103M)

Rescue and Firefighting Services CAT V

Meteorological Information Agatti MET Office,

0230-1230 UTC + ATC
Watch Extension, if any

ATS Communication 122.30 MHZ

Navigation Aids NDB AT 360 KHz,

DME 1193/1130 MHz
AAT

Lighting 60 M, White, LIH

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PCN 16/F/D/Y/T

Altimeter Setting The Transition Altitude

is 4000 FT

PAPI Available

Runway Markings Standard ICAO markings

Refueling Facility NotAvailable

OPERATING PROCEDURES AND CHECKLISTS:

Normal Procedures Refer FCOM 2

Chapter 3 and QRH Chapter 3

Procedure Following Failures Refer FCOM 2

Chapter 5 and QRH Chapter 2

Emergency Procedures ReferFCOM 2

Chapter 4 and QRH Chapter 1

GUIDELINES:

1. Takeoff and Landing at Agatti is strictly under Visual Flight Rules

(VFR) and cooresponding minima are applicable.
2. List of obstacles in the takeoff and approach paths of both runways
are enclosed. Pilots to review and exercise caution.
3. Standard operating procedures with regard to single engine,
pressurization failure or any such abnormality are to be followed
based on the appropriate checklist.
4. In case of any diversion required, Pilots are advised that the
recommended alternate to be used is Cochin.
5. Pilots are advised to ascertain from ATC about severity of the bird
activity for approach and choice of runway for operations.
6. The Risk Assessment has been carried out and no significant hazards
have been observed for operations.
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7. Pilots to Exercise caution for the NDB Mast on the APCH of RWY
22. Elev. 16.7M, 103M from RWY Strip on right side Coordinate:
104945.4N 0721044.1E.
8. Pilots to Exercise caution for the group of coconut trees of
approximate height 15 to 20M beyond 150M from the RWY strip on
the APCH of RWY
9. Pilots to Exercise caution for 6FT fencing running through the strip on
both sides of the RWY at variable distance.
10. Agatti Airport has no parking bay. Aircraft after landing is parked on
the extended portion of RWY 04 beyond stopway. Only one aircraft
can be accommodated at a time. Hence it is required to take arrival
slot from Agatti ATC. Refer Latest NOTAM for updates.
11. Departure aerodrome to take positive clearance from Agatti Tower
before clearing any flight to Agatti.

DISABLED AIRCRAFT REMOVAL PLAN:

The following SOP will be followed for retrieval of ATR 72 aircraft from the
Runway/ Taxiway in case of Incident/accident

• Station Manager AIL Agatti will be the nodal officer and AME will
supervise and guide aircraft technician position at Agatti

• First and foremost point will be to make the aircraft in a towable

position. Once the aircraft is towed to the safe and manageable
position, only then the rectification action will start

• Tow bar is positioned at Agatti. With the help of the tow bar, the
runway would be vacated

• Station manager will coordinate with all agencies.

• ATR 72 aircraft if held up on runway/taxiway due steering faults or

steering system loss can be towed using the above facilities that are
already made available. In case the aircraft is bogged due more
serious condition and if the aircraft cannot be removed using the
available equipment, the aircraft can be removed using additional
technical assistance in terms of equipment and manpower from main
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base.

• Alliance Air is a wholly owned subsidiary of Air India, which is a

pool partner of IATP (International Airlines Technical Pool) for
disabled aircraft recovery kits and in case of accidentor incident in
which the aircraft sustains substantial damage, the recovery kits are
available at Mumbai, which can be positioned at short notice.

Conclusion

Flight operation to/from Agatti station with ATR 72 type aircraft is possible
after taking into consideration the above-mentioned points.

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5.6.2 STANDARD OPERATING PROCEDURES KULLU

Kullu (Bhuntar) Airport is 10 kms from the city at an elevation of 3573 ft. it is
suitable for VFR operationonly. The airport is in a valley along the west bank
of River Beas and is flanked by high hills on bothsides. As such, no instrument
approach procedure has been established.

Pilots are to exercise extreme caution on account of Overhead High Tension

Wires on the Approach ofRwy 34, 6 M and 245 M from the beginning of Rwy.

The airport is to be approached only In VMC i.e. visibility 5 kms and clear of
clouds and in sight ofground/water. ATC is located very close to dumbbell 16.
a steel bridge with tall towers, on undershootof R/W 16, is a significant
obstruction. Due to which take off on runway 34 and landing on R/W 16 is
not allowed. However, in unavoidable circumstance, the aircraft can safely
execute a go-around onR/W 34.

Approach and landing permitted only on R/W 34. Decision to go around must
be at or above 1000 ftabove airport elevation due steep gradient. ATC building
is too close, aerials, steel bridge high hill onovershoot path on right side and
narrow valley with high hills on both side.

The following are the essential aerodrome related informations.

_ Aerodrome Reference Code 2C

_ Rwy Orientation 16/34 (159 Deg 00’ GEO, 158 Deg

30’MAG)/(339 Deg 00’ GEO, 338 Deg
30’MAG)

_ Runway Width 30m/98ft

_ Elevation of Aerodrome Ref Point(ARP) 1088.8 m (3573 ft)

Elevation of Rwy 16 Threshold 1089 m/3572.8 ft
Elevation of Rwy 34 Threshold 1080 m/3545.6 ft

_ Geographical Coordinates ( WGS –84 ) of A.R.P 31º 52' 37.0” N, 077º 09'
19.3”E
Geographical coordinatesThreshold16 : 31º52'51.5" N 077º09'09.1" E

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Threshold 34 : 31º52'19.4" N 077º09’23.7" E

Declared Distances

_ Rescue and Firefighting Services CAT 4

_ Meteorological Information Class III Met office

_ ATS Communication Kullu-ManaliTower

ManaliTower
122.3MHz
_ Radio navigation NDB BNR 334Khz

_ Obstacles

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_ PAPI is installed in Rwy 34 on the left side at 149m from the threshold.

_ The Aerodrome has a beacon located on top of the ATC Tower with 15 flash
per minute Whiteand Green
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_ PCN
The Runway Pavement is Bitumen surface with declared Bearing Strength of
PCN 15/F/C/Y/T.The Apron is a rigid surface with PCN 18/R/Y/U. It is
suitable for operation with ATR 42/72 Typeaircraft.

_ Altimeter Setting
Aircraft must obtain Kullu QNH from Chandigarh ATC and fly Chandigarh to
Sundernagar onChandigarh QNH and on Kullu QNH therafter.WeatherThe
destination weather must beobtained before take off. Weather in the hill can be
very unpredictable and subject to rapidchanges. Preflight study by Pilots of
METARs, TAFORs and other Met data is essential al toassess feasibility of
undertaking VFR flights in the valley

_ Aerodrome Reference Temperature 24 Deg C

Operations:
The Company Route for Operations to Kullu is as below

Outbound Route from Chandigarh to Kullu and Inbound from Kullu until
Chandigarh are to be flownVFR. ATC flight plan outbound (to Kullu) is to be
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filed as Y flight rules and for the inbound Z flightrules. During descend and
climb in the valley separation from
om obstacles/ hills is to be maintainedvisually.
In the event of encountering visibility and cloud criteria below VMC (i.e.
visibility 5 kms,horizontal separation 1500 mts and vertical separation 800 mts
from clouds and in sight ofground/water), the flight towards Kullu is to be
discontinued and aircraft is to be routed towardsChandigarh.

When reciprocal traffic is reported, aircraft are to keep to the right side of the
valley until they crosseach other.

Valley Flying Rule is : Always remain to the right of the valley irrespective of
traffic & Alwaysmaintain listening watch on route frequency in use for traffic
info
.
Although its ensured by the ATC Kullu that we do not meet the reciprocal
traffic in betweenPandoh and Kullu. However while approaching Kullu if
Traffic is reported between Kullu and Pandohthe aircraft must hold over
Sundernagar lake. Departing aircraft must delay departure at Kullu if
inreciprocal direction an aircraft is reported between Pandoh and Kullu

Significant Spot Hill

Position Reporting:

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Position is to be reported at Sarsawa, Onogi Chandigarh, Abeam Bilaspur,

Pandoh to Alpha Control &Chandigarh.

Diversions:
Chandigarh is the primary Diversion for Delhi-Kulu
Kulu leg. For Kulu - Delhi leg
Jaipur is the alternate.
Details of distance, Flight Level time are given below:-
Kulu - Chandigarh : 75 nm FL 140
Delhi - Jaipur: 135 nm FL 140
Chandigarh airfield also can be used in case of bad weather at Delhi

Chandigarh:
The airport is located 12 Km from city and its elevation is 1029ft.
1029f This is an
IAF base with Transport andFighter aircraft.TheRwy orientation is 11/29 of
dimension 9000ftx150ft. It has one instrument Rwy andis available for 24 Hrs
operations.

Jaipur:
The airport is located 10 Kms from the city and its elevation is 1263 ft .The
runways 09/27 of dimension7500ftx150ft. It has one Instrument Runway and is
available for 24hrs operation.

NAV AIDS

Communication
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Delhi ATIS126.4 Ground 121.9 Tower 118.1 APP/Rdr 127.9

SarsawaTower/App 123.5
Chandigarh Tower 122.3 App 122.7
Jaipur ATIS 126.6 Tower / App 123.5
HF Frequencies 8908. 5580
Alfa control 119.7

Risk Assessment:
The following are considered as hazards and threats as per the risk assessment
for Kulluoperations :

1. VFR Flight in the hilly terrain

2. The Airfield is 3450ft x 98ft , with surrounding terrain and no RESA
available
3. The weather at Kullu is what is characteristic of mountainous terrain and the
Wind Valley effectin the form of windshear maybe expected. Fog or Mist is
experienced in the Winter months
4. Engine Failure during flight (in Approach or on Takeoff)
5. Pressurization failure during flight and descent for the safer altitudes
6. Narrow Runway (width 30m)
7. Overhead High Tension Wires on the Approach of Rwy 34, 6m and 245m
from the beginning ofthe Rwy
8. Unidirectional Operation: Takeoff on Rwy 34 and Landing on Rwy 16 is not
permitted.

Risk Mitigation
To manage the risks associated with known threats and hazards, exposure to
the risk, reducing theseverity of the potential consequences or reducing the
likelihood of occurrence are the possibleoptions. For the listed hazards as
above since exposure and severity are fixed we may effectivelymanage the risk
by reducing the likelihood of the occurrence. The risk tolerability being the
product ofassessed severity and the likelihood of occurrence the risk may be
brought to the acceptable levels byreducing the likelihood.

The following are the Standard Operating Procedures with a view of mitigating
the known risksassociated with the operations.
□ Follow the SOP
□ Check Weather before the Flight

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□ Fly in VFR conditions. The Company weather minima for these operations is
5000m. Aircraftto divert out of the valley in case of loss of visual reference.
□ Maintain safety altitudes based on local area QNH settings
□ The Topographic charts showing terrain around VIBR are enclosed.
□ When in doubt do not press on. Turn back or divert.
□ Fly as per the plan
□ Ensure serviceability of EGPWS, Anti Skid and Power Reversers. Be ready
to follow EGPWSwarnings
□ Know your airplane. Its limitations, the instruments and aids available and
make use of allavailable resources during the flight.
□ Pilot flying (PF) and PNF both to continuously monitor and crosscheck the
weather andterrain features all through the flight
□ Reduced Flap landing at Kullu is prohibited
□ Since no RESA, Stopway or Clearway is available all performance
calculations are doneby reducing 90 m from the available runway Distances.
90m of main Rwy ends isconsidered as RESA.
□ Supervised takeoff and landing at Kangra is prohibited
□ Anti Skid must be Operative for this operation.
□ If unstabilized by 1000ft to touchdown a Go Around must be executed.
□ No training flights other than one required for Airfield qualifications are
permitted for KulluOperations.
□ Max limit for crosswind for Kullu Operation is restricted to 20 Knots for Dry
Rwy and 15 Ktsfor Wet Rwy
□ Max limit for Tailwinds for Kullu Operations is limited to 10 Kts.
□ As the width of the Rwy is 30m/98ft : at Takeoff CM1 should keep his hand
on theNWS under 90Kts and at landing CM1 should be ready to us the NWS as
soon as theNosewheel is on the ground.
□ Approach and Landing at Kullu
In approach aircraft are to check overhead Kullu valley to assess the weather
and visibilityconditions of the valley and its pass. When satisfied the aircraft to
return for making anapproach through Sundernagar, Pandoh, Larji for Kullu.
The height should be 9500 on KulluQNH with speed at 160 Kts. The height at
Larji is 6500 ft.with speed 140 Kts. These heightsare merely for descend
profile in VFR conditions and should not be considered for terrain
clearances. Topographic charts for terrain clearances be referred, upon entering
the valleythe runway will be almost 12’0 clock there is a small hillock about 3
nm short of dumbbell 34.

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The aim is to reach abeam the hillock at 4500 ft, with undercarriage down and
flaps selectedto land. Thereafter make a normal approach.
The wind valley effect in form of windshear is always expected especially
between Larji andtill touch Down. Pilots to exercise caution and negotiate
suitably.
□ Missed Approach/Go-Around Procedure
In the event of a go-around, climb straight ahead avoiding obstructions. Follow
the valleytowards Kulu-Manali turn back in open area at safe heights towards
the airfield make a lefthand circuit at 5500 ft after crossing 4500 ft turn for
final approach adjust descentaccordingly.
□ Bad Weather and Poor Visibility Procedures
Descent below MORA not permitted if ground and terrain is not in sight to
ensure safeclearance from terrain and obstructions.
□ Pressurization failure procedure
In the event of depressurization either going to Kullu or when returning to
Delhi on theCompany routes.
1. Standard Pressurization failure procedure “Excessive Cabin Altitudes” as in
ATR 42 QRH“Procedures following failures 2.26A” be followed.
2. ATC Kullu and Chandigarh be advised of the nature of the emergency and
altitudedescending to.
3. Ensure Terrain Clearance
4. Land at nearest suitable airport in compliance to the procedures.
□ Single Engine Procedures
In case of Engine Failure Recognition at or above V1 on departure from Kullu
fly straight awayto reach LARJI and Turn Right to escape the valley
maintaining VMC conditions ensuring 8000ftat PONDOH. Then fly to
Chandigarh through Sundernagar route ensuring terrain clearance. On
Chandigarh-Kullu route in case of engine failure at or before PONDOH, the
aircraft should turnback to Chandigarh for Landing. However should engine
failure occur after PONDOH, theaircraft should proceed to Kullu for Landing.
□ Following Crew qualifications would apply for operations to Kangra
PIC: 500 hrs PIC; Two route checks for P1 already cleared for operation in the
area (i.eKullu/Pathankot) One familiarization flight and two route checks for
other P1s who have notoperated in the area.
Co-pilot: At least 300 hrs on ATR42-320. One familiarization and one route
checkbefore cleared to operate.
Recency Requirements: One flight in the preceding 6 months for PIC and one
flight inpreceeding 12 months for copilot.

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□ Since Fuel is not available at Kullu the fuel for the return sector be carried in
theappropriate quantity and on the outbound leg the diversion be considered at
the right timeensuring thereby the adequate fuel available for the return sector.
□ For the available airfield parameters the regulated Takeoff weight reduces
with everydegree rise of temperature. The RTOW charts are enclosed and they
be referred to work outthe available loads for operations for the given
conditions.

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Single Engine Procedure Kullu

In case of Engine Failure Recognition at or above V1 on departure from Kullu
fly straight awayto reach LARJI and Turn Right to escape the valley
maintaining VMC conditions ensuring 8000ftat PONDOH. Then fly to
Chandigarh through Sundernagar route ensuring terrain clearance.
OnChandigarh-Kullu route in case of engine failure at or before PONDOH, the
aircraft should turnback to Chandigarh for Landing. However should engine
failure occur after PONDOH, theaircraft should proceed to Kullu for Landing

Pictorial Description

Profile View

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Plan View

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5.6.3 STANDARD OPERATING PROCEDURES BARAPANI

This SOP is intended to provide relevant details of Barapani (Shillong)airfield

and lay down of the standard operating procedures for the ATR Type aircraft.

This SOP contains the following information:

1. Brief Description
2. Topographical details in the vicinity of the Airport.
3. Climatology '
4. Physical Features
5. ATC
6. Communications and NAV Aids
7. Watch Hours
8. Refuelling Facilities
9. Fire Fighting Facilities
10. Medical Facilities.
11. Coordination with Guwahati ATC for arrival and departure
12. Navigation accuracy crosschecks during descent
13. Visual Circuit.
14. Approach and Landing
15. Take off Procedure with one engine inoperative at or after VI.
16. Maximum Cross-wind component for Take-off and Landing
17. Route Details (Flight Plans)
18. Crew Qualification:
19. Diversion Data.
20. Engine Failure Enroute
21. Airfield Information for Guwahati and Bhubaneshwar Airfields

Airfield Information

Brief Description :
Barapani airfield is located about 35 kms. North of Shillongtown, and about 45
kms. South-east of Guwahat. It lies adjacent to the statehighway between
Guwahati and Shillong. There is no Instrument Approach Procedure available
at Barapani. Our operations at Barapani are restricted VFR, and by day only. In
view of reported Cattle menace, pilots are toexercise caution during Landing
and Take-off.
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Topographical Details in the the vicinity of the Airport:

Barapani airfield is surrounded by hill features. A lake/reservoir on the River
Umium, is a prominent feature in the close vicinity of the airfield.

Climatology:

Physical Features :

Aerodrome Coordinates 25421ON,915852E

SEASON GENERAL Wx RAINY VISIBILITY SURFACE

DAYS WIND
Winter Usually clear skies with few 5-6 Fog and Mist NE/E
(Dec — Feb) clouds except during the days in the morning
Eastward passage of
Western Disturbances

Pre .Generally cloudy during the 10-15 Mist in the NW

Monsoon afternoons and during the days mornings and
(Mar-May) Eastward passage of poor visibility
Western Disturbances . during rains

SW Monsoon sets by first week 25 Poor visibility' S/SE

Monsoon of June. Sky mainly OVC, days during rains
(Jun - Sep) low clouds, rains with TS.

Post Monsoon generally 5-10 Mist in the NE / E

Monsoon; withdraws in the Second days morning and
(Oct — Nov) week of October poor visibility
during rain

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Elevation Rwy 2909 ft.

Orientation 04/22

Apron - LCN 30

Taxi Track - LCN 30

Rwy Surface LCN 30

Taxi Track Width 75 ft.

Rwy Width 150 ft.

Apron Area 300 ft. x 200 ft

Runway Markings VFR

PAPI / VASI Not available

Runway Lights Not available

Approach Lights Not available

Transition Altitude 9000 ft.

Declared Distances (in feet):

Rwy TORA TODA ASDA LDA Remarks

04 6000 6000 6000 4994 Threshold displaced

by 1006 ft. .
22 6000 6000 6000 6000 -

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Air Traffic Control: Aerodrome Tower Service is only available. ATC Tower
is north of runway. Aerodrome Traffic Zone is within a radius of 5 nms.

Communication and Nav-aids: VHF (Tower 122.3 MHz), NDB (BR 320 kHz)

Watch Hours:0330 UTC - 0630 UTC (0900 1ST - 1200 1ST), except Sunday.
24 hours prior notice is required for early watch.

Met Facility:Type III Category, Metar available every 30 mins.

Refueling Facilities:Not available presently but may be organized through

IOC.

Fire Fighting Facilities:Category IV

Medical Facilities:One ambulance and EMI room available.

Coordination with Guwahati ATC for Arrival and Departure:

During Descent: -Guwahati Control will clear the aircraft to descent upto 9000
ft. and hand-over to Barapani (Shillong)

During Climb: - Barapani will clear climb upto 9000ft. and thereafter climb
with Guwahati Control.

Visual Circuit:It has been decided by Alliance Air that initially only Rwy 04
will be used for takeoff, however, the landing are permitted to both sides i.e. 04
/ 22. For Rwy 22 landing, the aircraft will check overhead, join the left-hand
visual circuit and approach to land at Rwy 22. For Landing on Rwy 04, the
aircraft will check overhead, join the Right Hand Visual Circuit and approach
to land at Rwy 04. In view of the hills around the airport, Pilots are to exercise
extra caution to ensure visual contact with terrain throughout the visual circuit
maneuver. While in circuit, the terrain annunciation on the GPWS is a likely
occurrence. It is therefore that Pilots are to have positive contact with the
terrain and runway environment at all times. In the event of any loss of visual
contact with the terrain and runway environment, the aircraft is to climb out in
a north-easterly direction, keeping clear of the hill features.

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Approach and Landing:Normal Approach Procedure as per checklist. Full stop

landing as per Standard Procedure.

Missed Approach / Go-Around;

Runway 22 - Climb straight ahead to 1000’ AGL, turn left to come overhead
until at circuit height and then join Left Hand Circuit for approach to land at
Rwy 22.
Runway 04 - Climb visually over the river towards north-east to 1500’ AGL
(circuit altitude). Turn to join right hand visual circuit for approach to land at
Rwy 04.

Takeoff Procedure with One Engine Inoperative at or after V1:

Runway 22 - Takeoff is not permitted.
Runway 04 - Climb visually over the river towards the north-east. When clear
of hills to the left Turn to join right hand visual circuit for approach to land at
Rwy 04.
Maximum Crosswind Component for Takeoff and Landing:
20 knots on dry runway 15 knots on wet runway

Route Details (Flight Plans):On sector Kolkata - Shillong, ATS route of

Kolkata - Guwahati will be followed. After checking overhead at Guwahati,
the aircraft will proceed to Shillong

Crew Qualification:The Pilot-in-command operating to Shillong should

possess a minimum of 500 hours of total PIC experience. Each Pilot would be
subjected to one Familiarization flight followed by one Route Check before
being cleared for Shillong Operation

Diversion Data:

Sector. Destination Alternate

Kolkata / Shillong Guwahati
Shillong / Kolkata Bhubaneshwar

Engine Failure Enroute:

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Standard single engine operating procedures are to be followed. Alternate

Guwahati, Dhaka and Kolkata are to be considered depending upon its
availabilityand proximity.

Airfield Information : Guwahati and Bhubaneshwar.

GUWAHATI Airport

Watch Hours :
Days Time (UTC) Time
(IST)
Daily 0130-1430 0700-
2000

Runway Orientation : 02/20

Dimensions : 9000 ft. x 150 ft
Communications and Nav Aids : VHF, VOR DME, ILS DME

BHUBANESHWAR Airport Watch Hours :

Days Time (UTC) Time (IST) Remarks

Monday,
Wednesday, 0200-1630 0730-2200 ExtnAvbl
Other Days 0100-1630 0630-2200 Withprior
permission

Runway Orientation : 14/32

Dimensions : 7360ftx148ft
Communications and NavAidvS : VHF,NDB,VOR,DME,ILS

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5.6.4 STANDARD OPERATING PROCEDURES PORT BLAIR

Operation to Port Blair Airfield is done with CRJ 700 aircraft and the
procedures listed in this document would be our guidance as standard
operating procedures.

The runway at Port Blair is maintained by Indian Navy and Airports

Authority of India maintains the civil enclave. The following are the
airfield features:

1. ARP coordinates 11 deg 38' 45" N

92 deg 44'06"E
2. Airfield Elevation : 05 meters
3. Rescue Fire : VI
FightingCategory

4. Declared distances (Meter)

RWY TORA TODA ASDA LDA
04 NU NU NU 2684
22 3269 3269 3269 NU

5. Runway PCN / LCN : 70

6. Runway Surface : Flexible
7. Runway Shoulder : Available
8. Communication and : NDB, DVOR/DME and
Navaids VHF(ILS runway 22 is
beinginstalled)
9. Visual Aids : HIRL, PAPI, SALS
(04),Night Operation not
permitted
Port Blair Airfield (VOPB / IXZ) is situated on greater Andaman

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Island in the Bay of Bengal. The Airport is surrounded by hilly

terrain except to south west to North West sectors i.e. 210 deg to 300
deg from the ARP. The runway (038 deg/218 deg) is a unidirectional
runway with landing on runway 04 and Takeoff from Rwy 22. There
is a hillock of about 300 ft at the end of Rwy 04. The missed
approach procedure below 400 ft is therefore defined in the SOP.
There is high hillock of altitude 1253 feet in the north - north east
direction about 06 NM from the airport. A volcano is situated in
Barren Island in a North Easterly direction about60 NM from the
airport which becomes active from time to time.

Nearest airports to the Port Blair are the following:

1. Car Nicobar - Track 179 deg & distance 140 NM

2. Phuket root - P 628, track 140 degree, distance 417 NM

Call Sign Port Blair

HF 8851, 8909 KHZ 6583 KHZ
Approach 123.5 MHZ (Primary) 118.1 MHZ (Secondary)
Tower 123.5 MHZ (Primary) 118.1 MHZ (Secondary)
DVOR/DME PPB 115.7 MHZ (N1139.0 E09244.8) H24
NDB 089deg /0 91 NM from ARP PB 390 KHZ
(N1140.3 E0923.5) H24
Locator PB 368 KHZ(N1140.34 E924606) 4KW,
045deg/2.6NMfrom ARP PBR
CADF 428KHZ 218deg/3.4NM from 04 Dumbell 123.5
MHZ 123deg/0.4 NM from 04 Dumbell SSR
RANGE 80 NM (approximately).

Runway is unidirectional, RWY 04 is used for landing and RWY 22 is

for take - off.

One Engine Inoperative Take- Off RWY 22

• Engine failure prior to V2, accelerate to V2 and maintain.
• Engine failure after V2 maintain achieved speed uptoamaximum
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of V2 + 15 until clean upheight is reached.

Climb straight on runway heading to 2700 ft. then turn right to join
VOR holding or as instructed by ATCCircuit Altitude

If required to make a left hand downwind circuit pattern due to ATC

requirement or otherwise, it is to be done at 2200' altitude to provide
sufficient clearance from the hilly terrain, as also to prevent activation
of GPWS warning.

Go around below 400 ft.

Climbing left turn to fly visual towards arrival terminal building (on
Heading of 350deg or more depending upon the point at which Go-
around is initiated)

a) In VMC-Climb to circuit altitude.

b) In IMC - at 600 ft. turn left to climb on radial 280 deg to 2700ft.

Go-around above 400 ft.

Climb straight on runway heading to 2700ft. then turn right to join
VOR holding or as instructed by ATCTAIL WINDLIMITATIONS

This being an unidirectional runway the tail winds is a possible

occurrence. The limit of 10 kts maximum tail wind applies for both
take-off and landing.

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5.6.5 STANDARD OPERATING PROCEDURES PANTNAGAR

BACKGROUND:

Pantnagar Airport (IATA: PGH, ICAO: VIPT) is a domestic airport

that serves the town of Pantnagar in the north Indian state of
Uttarakhand. The Airports Authority of India operates it. It is the
nearest airport to the Kumaon, hill stations of Nainital (65 km),
Bhimtal (50 km), Ranikhet (110 km),Almora (120 km) and the Jim
Corbett National Park (120 km). The map of the area is enclosed.

FACTUAL INFORMATION:
Runway Orientation 10/28

Runway Width 30M

Runway Shoulders 3.5M shoulder on bothRunways

Elevation of Aerodrome Ref Point(ARP) 233M

Geographical Coordinates (WGS –84) of A.R 290155.7N/0792820.9E

Geographical Elevation of Rwy 10 290203.4N/ 0792755.5E

Geographical Elevation of Rwy28 290157.3N/ 0792845.8E

Declared Distances:

RWY TORA TODA ASDA LDA

(M) (M) (M) (M)

10 1372 1372 1372 1372

28 1372 1372 1372 1372

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Rescue and Firefighting Services CAT IV

Meteorological InformationCLASS-II Type A, DAILY (0200-0800UTC)

ATS Communication 122.3MHz

Navigation Aids NDB HW 400Hz

Lighting SALS 240M LIH on RWY 10

PCN 16/F/C/W/T

Altimeter Setting TheTransition Altitude is 11,000 Ft

Operational Watch Hours 0430 UTC to 0830 UTC

PAPI Not presentlyavailable

Runway Markings Standard ICAO markings

Refueling Facility Not Available

OPERATING PROCEDURES AND CHECKLISTS:

Normal Procedures - Refer FCOM 2 Chapter 3 and QRH Chapter 3

Procedure Following Failures - Refer FCOM 2 Chapter 5 and QRH Chapter

Emergency Procedures - ReferFCOM 2 Chapter 4 and QRH Chapter

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GUIDELINES:

12. Takeoff and Landing minima for operations to Pantnagar are enclosed
and must be strictly complied with. Presently Runway 10 has NDB
Instrument Approach Procedure with a minimum visibility
requirement of 2700 mtrs for takeoff and landing whereas operations
to Runway 28 are under visual rules and a minimum visibility of 5000
mtrs is required for landing.

13. Groups of trees are present on Takeoff and Approach paths of

Runways. Pilots to exercise caution. The distance of trees from the
RWY 28 threshold is given below.

14. Pantnagar airfield has no wild life control mechanism in place. Pilots
to remain extra vigilant for small animals like jackals on the Runway
during operations and monitor for bird activity during takeoff and
landing. Pilots are to be advised to be familiar of the known bird
activity and to exercise precautions. Pilots are advised to ascertain
from ATC about severity of the bird activity for approach and choice
of runway for operations.
15. All Taxi links are 50 Ft wide with shoulders having width of 3.5 mtrs.
Pilots to follow standard operating procedures with regard to taxi and
parking with respect to the published Apron chart as enclosed.

16. Standard operating procedures with regard to single engine,

pressurization failure or any such abnormality are to be followed
based on the appropriate checklist. The Single Engine Escape
Procedure is outline below.

17. From Sunrise to Sunset daily excluding Sunday, training flights are in
progress in the local flying area covering 5NM around Pantnagar
airfield from surface to 2000 Ft AGL. Pilots to exercise caution.

18. In case of any diversion required, Pilots are advised that

recommended alternates to be used are Chandigarh, Delhi and
Dehradun.

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19. Route qualification requirements have been laid down due to initial
start of operations to the station and keeping the topography/terrain
characteristics in consideration.

20. Pantnagar has nor refueling facility available, hence it is to be ensured

that fuel for return sector be included in the flight plan and necessary
load restrictions observed based on the RTOW.

21. The RTOW charts for both Wet and Dry Runway operations are
enclosed.

DISTANCE OF TREES FROM THRESHOLD:

Tree No. Heading from Threshold RWY 28 (degrees)Distance

(mtrs) Elevation feet)
1. 048 214 822
2. 098 356 791
3. 104 465 827
4. 083 578 858

Refer enclosed map layout for reference.

SINGLE ENGINE ESCAPE PROCEDURE ON TAKEOFF RWY 28

• Climb on Hdg 283 for 2 mins or 2000’ (whichever is earlier)

• Turn Right climbing to 4000’ and join the NDB HW Hold
• Carry out Standard Single Engine Procedure for landing on RWY 10

SINGLE ENGINE ESCAPE PROCEDURE ON TAKEOFF RWY 10

• Crossing NDB HW Climb on HDG 090 for 2 mins or 2500’

(whichever is earlier)
• Turn Left climbing to 4000’ and join the NDB HW Hold
• Carry out Standard Single Engine Procedure for landing on RWY 10

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SINGLE ENGINE MISSED APPROACH PROCEDURE:

• Initiate Go Around and Climb Rwy Heading to Circuit Altitude

• Join Right Downwind for RWY 10 and Left Downwind for Rwy 28
Approach and Landing

ROUTE QUALIFICATIONS:

Pilot-in-Command 500 hours on type

Co-pilot 1 Supernumerary Flight

Conclusion:

Flight operation to/from Pantnagar station with ATR 42 aircraft is possible

after taking into consideration the above-mentioned points.

DISABLED AIRCRAFT REMOVAL PLAN:

The following SOP will be followed for retrieval of ATR 42-320 aircraft from
the Runway/ Taxiway in case ofIncident/accident

• Station Manager AIL Pantnagar will be the nodal officer and AME on
board the aircraft will superviseand guide aircraft technician position
at Pantnagar

• First and foremost point will be to make the aircraft in a towable

position. Once the aircraft istowed to the safe and manageable
position, only then the rectification action will start

• Tow bar is positioned at Pantnagar. With the help of the tow bar, the
runway would be vacated

• Station manager will coordinate with all agencies.

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• ATR 42-320 aircraft if held up on runway/taxiway due steering faults

or steering system loss can betowed using the above facilities that are
already made available. In case the aircraft is bogged due more
serious condition and if the aircraft cannot be removed using the
available equipment, the aircraft can be removed using additional
technical assistance in terms of equipment and manpower from main
base.
• Alliance Air is a wholly owned subsidiary of Air India, which is a
pool partner of IATP(International Airlines Technical Pool) for
disabled aircraft recovery kits and in case of accidentor incident in
which the aircraft sustains substantial damage, the recovery kits are
available atMumbai, whichcan be positioned at short notice.

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5.6.6 STANDARD OPERATING PROCEDURE CAR NICOBAR

Car Nicobar Air Field (IATA: CBD, ICAO: VOCX) is located on

Car Nicobar Island in the Union Territory of the Andaman and
Nicobar Islands, India. The airport resides at an elevation of 42 feet
above mean sea level

The following are the essential aerodrome related informations.

Rwy Orientation 02/20

Runway Width 150 ft

Runway Shoulders 150 ft shoulder on both

eastern and Western side
of the Rwy

Elevation of Aerodrome Ref Point(ARP) 42 ft

Geographical Coordinates ( WGS –84 ) of A.R.P -09° 09.15 N/ 92° 49.13 E

Geographical Elevation of Rwy 02 09° 08’ 37.49 N/ 92° 48’ 46.6 E
Geographical Elevation of Rwy 20 09° 10’ 0.59 N/ 92° 49’ 16.7 E

Declared Distances

RWY TORA TODA ASDA LDA

(M)/(FT) (M)/(FT) (M)/(FT) (M)/(FT)

02 2709/8886 2709/8886 2709/8886 2709/8886

20 2709/8886 2709/8886 2983/9785 2709/8886

Rescue and Firefighting Services CAT VII

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Meteorological Information Type B Met

Office24 L watch & 18
hours forecast
ATS Communication 121.8Mhz (Twr) 122.5
Mhz (APP) 8861 Hz
(HF) SSB

Navigation Aids NDBCN355KhzLocated

135° / 0.8 km from ARP.

Lighting Runway Lights on last

2000’ of both
Runways

PCN

The declared PCN of the airfield of the section beginning of Rwy. 02 to

first 1000 mtr. is 40,35, 57 (left, center and right section) PCN between
1000 mtr. to 1732 mtr. is 34, 29, 32. PCN from 1732 mtr. to the end of
Rwy 02 is 14, 09, 08. The PCN is rated at R / B / Y / T.

The parallel taxi track and the parking area is with declared PCN 36 / R
/C/X/T

Altimeter Setting TheTransition Altitude is 4000 Ft

Operational Watch Hours

0600 IST to sun set except 2nd Saturday, Sunday closed holidays

PTT

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75’ PTT on eastern side of runway, 200’ from the runway edge.Rigid
surface PCN 36/R/C/X/T

Taxi links

Six links A,B,C,D, E, and F all of width 50’ connecting PTT (on the
eastern side) to the main runway

PAPI Rwy 02:Available (N 08° 08’

39.1° E 092° 48’ 57.4”)
Rwy 20: Not Available

Cleared Zone Eastern: N/A

Western: 10 ft.

Standard cleared zone does not exist on western side to Rwy due to trees
line and on eastern side due to PTT between Rwy & PTT on open
monsoon drain exists at a distance of 150’ from Rwy edge.

Runway Markings Standard ICAO markings

Over Run Area

Rwy 02 - 886 ft. (Availability varies due to water logging in the existing
weather conditions)

Rwy 20 - 899 ft.

ORP

Available for both Runways. Adjacent to the runway edgeof both

dumbbells dimensions 150’ x 435 ft.

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Runway Slope

Within Limits (Elevation Dumbell 02 - 40 ft and Dumbell 20 – 09

ft).Although the rain water drain exists on the east of runway, Post
Tsunami the water flows towards the north of runway and tends to
accumulate in the over Run area.

Refuelling Facility Approved IOC facility available

for refuelling

Operations Guidelines

1. The Rwy surface is declared PCN 08 which is the minimum

pavement classification number as available among all sections
on the runway. The distribution of secton wise PCN numbers are
as follows

“The declared PCN of the airfield of the section beginning of

Rwy. 02 to first 1000 mtr. is 40,35, 57 (left, center and right
section) PCN between 1000 mtr. to 1732 mtr. is 34, 29, 32. PCN
from 1732 mtr. to the end of Rwy 02 is 14, 09, 08. The PCN is
rated at R / B / Y / T. “.

The Rwy surface is therefore a rigid pavement, code B sub grade

category (medium K = 80 MN / m3 or CBR = 10 %), code Y
tyre pressure category (limited to 145 PSI) and by technical
evaluation method.

It is therefore that the full length of pavement cannot be utilized

as its PCN is lower to the aircraft ACN requirement. Beginning
Rwy 02 the last 980 m is the unusable surface and the remaining
surface of effective length 1732 m is to be used as effective
runway available for flight operations. Similarly Rwy 20 will
have a displaced threshold leaving first 980 m Rwy unfit for
operations.
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By the PCN categorization the tyre pressure of the aircraft need

be restricted to 145 psi. Engineering is advised of the same. This
may be crosschecked by pilots in operations.

2. The operations for sector Portblair – Car Nicobar is restricted by

the Landing weight as the fuel burn in the sector is estimated
about 1150 Kg.

3. There is no clear zone on the West side of the Rwy (Separation from
the Rwy shoulder to airport boundary wall is just 10 ft. There also
stands a thick coconut tree line all along the runway length just across
the boundary line on this side. Pilots to exercise caution)

4. PAPI is only available for Rwy 02

5. RWY 20 approach have a few coconut trees which are assessed not
infringing in the approach funnel. Pilots to exercise caution.

6. The airfield experiences moderate to heavy rainfall. With the reduced

Runway length available for operations the Rwy would be critical in
wet/contaminated surface conditions.

7. Car Nicobar experiences moderate bird activity. Pilots to exercise

caution

8. All Taxi links are 50 Ft wide

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5.6.7STANDARD OPERATING PROCEDURES KANGRA(GAGGAL)

Kangra (also called Gaggal) is approximately 14 Kms southwest of

Dharamshala town. The aerodrome is located in the Kangra valley and
the hills are 10-12 Kms away. A NDB is located on the airfield and
operation to this airport is only under the Visual Flight Rules (VFR).
Aerodrome Conrol Zone is 5nm horizontally and vertical limit is not
defined as it is located within Pathankot Airbase local flying area
VI(R), 161A. All traffic control is under Alpha control.

The following are the essential aerodrome related informations:

Aerodrome Reference Code 2C

Rwy Orientation 15/33 (150 Deg 00’ GEO, 149 Deg 00’
MAG)/(330 Deg 00’ GEO, 329 Deg 00’
MAG)
Runway Width 30m/98ft
Elevation of Aerodrome Ref Point(ARP) 759.65 m (2492 ft)
Elevation of Rwy 15 Threshold 769.33 m/2525 ft
Elevation of Rwy 33 Threshold 752.76 m/2465 ft

Geographical Coordinates ( WGS –84 ) of A.R.P 32º 09' 54.9” N, 076º 15' 42.7”E
Geographical coordinatesThreshold 15 : 32º10'14.6" N 076º15'33.0" E
Threshold 33 : 32º09'36.1" N 076º15'59.0" E
MAG VAR 1 Deg 30’E (Annual change negligible)

Declared Distances

RWY TORA TODA ASDA LDA SLOPE

(M)/(FT (M)/(FT) (M)/(FT) (M)/(FT)
15 1372/4500 1372/4500 1372/4500 1372/4500 -1.00%,(0-183) M)

33 1372/4500 1372/4500 1372/4500 1372/4500 1.39%,(0-1189M)

1.00% (1189-
1372M)

Rescue and Firefighting Services CAT 5

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Meteorological information Class III Met office

ATS Communication KANGRA TOWER 122.3 Mhz

Radio navigation NDB KN 237 Khz

Obstacles

a) Approach 33 Takeoff 15: Tree (3.0m) at 82m (+X Axis)

Longitudinal distance from
Runwaystrip along Rwy
centerline and 81m (-Y Axis)
Lateral Distance
from the extended Rwy centerline
(elevation 756.9m,2483ft)-
Nil hazard to fly
b)Approach 15 T/o 33: Fencing top of Airport boundary
wall(1.2m) at 10m (+X Axis)
Longitudinal distance from
Runway strip along Rwy
centerlineand 73m (-Y Axis)
Lateral Distance from the
extended Rwycenterline
(elevation 771.2m, 2530ft)-
Nil hazard to fly

Lighting

Runway Edge Lights, Threshold Lights , Precision Approach Path Indicator

(PAPI) and Runway End Lights are available at both Runways 15 and 33. The
brilliance of these lights can be adjusted as per the requirements.

PAPI are ground calibrated but the Air Calibration of them are pending. Pilots
to therefore exercise precautions as it may not ensure the touch down in the TD
zone if followed till the end. AAI has however been requested to calibrate the
PAPI on priority.
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PCN

The airfield is 3900ft off Flexible Pavement and 600ft of Rigid pavement. The
PCN therefore is 22/F/D/W/T for the Flexible pavement and 13/R/B/W/T for
the Rigid pavement.
The taxiway also has 59.5m of Flexible pavement and 55.0m rigid pavement.
The PCN is 45/F/D/W/T for flexible and 13/R/B/W/T for rigid pavement.
The Apron is a rigid pavement size 300ft x 200ft and the PCN is 13/R/B/W/T

It is suitable for operation by ATR 42 type aircraft.

Altimeter Setting Transition Altitude is not defined

But the same for Pathankot is
14000 ft. The Transition Level by
the ATC.

Operational Watch Hours 0400-1200 UTC

Operation

The following are considered as hazards and threats as per the risk assessment
for Kangra Operations:

1. VFR Flight in the hilly terrain

2. The Airfield is 4500 ft x 98 ft, Table Top with surrounding terrain and
no RESA available.
3. The weather at Kangra is what is characteristics of Himalayan
foothills and the Wind Valley effect in the form of windshear may be
expected. Fog or mist is experienced in the Winter months.
4. Though PAP1 is available on both Rwys the same is not Air
Callibrated.
5. Engine Failure during Flight (in Approach or on Takeoff)
6. Pressurization failure during flight and descent for the safer altitudes.
7. Narrow Runway (width 30m)

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Risk Mitigation

To manage the risks associated with known threats and hazards, exposure to
the risk, reducing the severity of the potential consequences or reducing the
likelihood of occurrence are the possible options. For the listed hazards as
above since exposure and severity and fixed we may effectively manage the
risk by reducing the likelihood of the occurrence. The risk tolerability being
the product of assessed severity and the likelihood of occurrence the risk may
be brought to the acceptable levels by reducing the likelihood.

The following are the Standard Operating Procedures with a view of mitigating
the known risks associated with the operations.

Follow the SOP

Check Weather before the Flight

Fly in VFR conditions. The Company weather minima for this

Operations is 5000m. Aircraft to divert to Pathankot out of the valley
in case of loss of visual reference.

Company Routes

The route from Delhi to Kangra is DPN-W31W-PK-DCT-KN and the

return from Kangra to Delhi is KN-DCT-PK-W31E-DPN

Maintain safety altitudes based on local area QNH settings

The Topographic charts showing terrain around VIGG are enclosed.

When in doubt do not press on. Turn back or divert.

Fly as per the plan.

Ensure serviceability of EGPWS, Anti Skid and Power Reversers. Be

ready to follow EGPWS warning.

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Know your airplane. Its limitations, the instruments and aids

available resources during the flight.

Pilot flying (PF) and PNF both to continuously monitor and

crosscheck the weather and terrain features all through the flight.

Reduced Flap landing at Kangra is prohibited.

Since no RESA, Stopway or Clearway is available all performance

calculations are done by reducing 90 m from the available runway
Distances. 90m of main Rwy ends is considered as RESA.

Being a Table Top Runway there is a possibility of faulty depth

perception. This must be borne in mind during approach and all
available resources to be used as a references.

Supervised takeoff and landing at Kangra is prohibited.

Anti Skid must be Operative for this operation.

If unstabilized by 1000ft to touchdown a Go Around must be

executed.

No training flights other than one required for Airfield qualifications

are permitted for Kangra Operations.

Max limit for crosswind for Kangra Operation is restricted to 20

knots for Dry Rwy and 15 Kts for Wet Rwy.

Max limit for Tailwinds for Kangra operations is limited to 10 kts.

As the width of the Rwy is 30m/98ft: as Takeoff CM1 should keep his
hand on the NWS under 90 Kts and at landing CM1 should be ready
to us the NWS as soon as the Nosewheel is on the ground.

Safety Altitudes

PAPGE 5-44
OPERATIONS MANUAL CD–OPS–001
PART C
CHAPTER 5
CLIMB AND LANDING Issue-IV Rev.0 01NOV 2015
LIMITATIONS

The terrain is hilly in the North -North east sector. From the airfield
on bearing 000° to 100° up to a distance of 25 NM the terrain is 5000
ft AMSL and above. The highest hill feature is at a bearing of 085° at
a height of 16,625 feet AMSL. On route from Pathankot to Kangra on
the northern side of track, the hills are at or below 11,895 ft. The route
safety height is 19,000 ft AMSL. No descent in IFR should be
attempted below this height.

Take-off and Departure Procedures

Immediately after takeoff, Kangra Tower will change you over to

Northern Control 120.4 Mhz to proceed on direct track to PK and
further climb

Arrival Procedure

All arriving aircraft to report overhead, visual with the Rwy and turn
downwind to land off a visual circuit. The preferred runway for arrival
is Rwy 15 (right hand circuit) as it provides maximum clearance from
terrain. Initial decent is with Northern Control 120.4 Mhz and Alpha
Control 119.7 Mhz. 50 Nm inbound establish contact with Kangra
Tower 122.3 Mhz and changeover after being cleared to do so by
Northern and Alpha Control.

Missed Approach/Go-Around Procedure

If visual contact is lost, establish south westerly heading and climb

with max available power and safe speed to reach 19,000 ft on QNH.
Change over to Alpha control and seek assistance to stay clear of
traffic. Hold in a convenient pattern until conditions are suitable for
further VMC descent or divert.

Bad Weather and Poor Visibility Procedures

Decent below MORA not permitted if ground and terrain is not in

sight to ensure safe clearance from terrain and obstructions.

Pressurization failure Procedure

PAGE 5-45
OPERATIONS MANUAL CD–OPS–001
PART C
CHAPTER - 5
CLIMB AND LANDING Issue-IV Rev.0 01NOV 2015
LIMITATIONS

In the even of depressurization either going to Kangra or when

returning to Delhi on the Company routes.

1. Standard Pressurization failure procedure “Excessive Cabin

Altitudes” as in ATR 42 QRH “Procedures following failures
2.26A” be followed.
2. The MEA on these routes is FL130 and the MOCA is 3000ft
3. ATC (Alpha Control 119.7 and Pathan 122.7) be advised of the
nature of the emergency and altitude descending to
4. The Pilots shall not deviate from the routes centerline by more
than 5Nm either side during the entire navigation or during the
execution of pressurization failure procedure. This will keep
them safe from all obstacles.
5. Land at nearest suitable airport in compliance to the procedures.

Single Engine Procedures

a) In case of one engine inoperative on inbound/outbound, divert to

Pathankot.
b) In case of engine failure immediately after departure, land back at
Kangra. In case the R/W is not available, at 1000 ft AGL, turn
right in case of departure from R/W 15 or left in case of R/W 33
and roll out on approximate heading of 270°. A level out at
approx 6500 ft should be adequate for travel up to Pathankot
maintaining VFR. Remain to the south of the road from
Pathankot to Dharamshala.

Following Crew qualification would apply for operations to Kangra

PIC: 500hrs PIC; One familiarization flight for P1 already cleared for
operation in the area (i.e Kullu/Pathankot) One familiarization flight
and one route check for other P1s who have not operated in the area.

Co-pilot: Qualified as P2 with at least 100 hrs on ATR and one

observation flight.

Recency Requirements: One flight in the preceding 6 months for

PAPGE 5-46
OPERATIONS MANUAL CD–OPS–001
PART C
CHAPTER 5
CLIMB AND LANDING Issue-IV Rev.0 01NOV 2015
LIMITATIONS

PIC and one flight in preceeding 12 months for copilot.

Since Fuel is not available at Kangra the fuel for the return sector be
carried in the appropriate quantity and on the outbound leg the
diversion be considered at the right time ensuring thereby the
adequate fuel available for the return sector.

For the available airfield parameters the regulated Takeoff weight

reduces with every degree rise of temperature. The RTOW charts are
enclosed and they be referred to work out the available loads for
operations for the given conditions.

Single Engine Procedures

a) In case of one engine inoperative on inbound / outbound, divert to

Pathankot.

b) In case of engine failure immediately after departure, land back at Kangra.

In case the R/Wis not available, at 1000 ft AGL, turn right in case of departure
from R/W 15 or left in caseof R/W 33 and roll out on approximate heading of
270°. A level out at approx 6500 ftshould be adequate for travel up to
Pathankot maintaining VFR. Remain to the south of theroad from Pathankot to
Dharamshala.

Runway 15 Circuit

PAGE 5-47
OPERATIONS MANUAL CD–OPS–001
PART C
CHAPTER - 5
CLIMB AND LANDING Issue-IV Rev.0 01NOV 2015
LIMITATIONS

Runway 15 Plan View

Runway 33 Circuit

PAPGE 5-48
OPERATIONS MANUAL CD–OPS–001
PART C
CHAPTER 5
CLIMB AND LANDING Issue-IV Rev.0 01NOV 2015
LIMITATIONS

Runway 33 Plan View

PAGE 5-49
OPERATIONS MANUAL CD–OPS–001
PART C
CHAPTER - 5
CLIMB AND LANDING Issue-IV Rev.0 01NOV 2015
LIMITATIONS

LIST OF DGCA SOP ACCEPTANCE LETTERS

1. TIRUPATI- AV.22014/51/2014-FSD, 9 SEP 2015

2. HYDERABAD- AV.22014/52/2014-FSD, 10 AUG 2015
3. VIJAYWADA- AV.22014/52/2014-FSD, 10 AUG 2015
4. RAJAHMUNDRY- AV.22014/52/2014-FSD, 10 AUG 2015
5. PANTNAGAR-AV.22014/72/2014-FSD, 30 JUL 2015
6. KULLU- AV.22014/19/2013-FSD, 20 JUL 2015
7. CAR NICOBAR- AV.22014/49/2014-FSD, 7 NOV 2015

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